QUESTIONS  ON  PRACTICAL 


seam^^:n'si3:ip  ; 


TOGETHER   WITH 


HARBOR  RODTll  AND  ElfOLDTl 


PRKPAKEl)  KOK  THE  MIDSHIPMEiN'  OF  THE  C    irl  NAVY, 


BY 


WM.  H.  PARKER, 


COMMANDING  C.  S.  SCHOOL-SHIP  PATRICK  HENRY. 


RICHMOND: 

MACFARLANE   AND    FBR0U8S0N,   PBJNXERe. 
1863. 


PREFACE. 

This  little  book  is  published  for  the  use  of  the  Midshipmen  of 
the  C.  S.  Navy.  It  has  been  prepared  from  notes  collected  by 
me  -while  attached  to  the  U.  S.  Naval  Academy,  Annapolis,  as 
Instructor  in  Naval  Tactics  and  Seamanship. 

Having  left  the  greater  part  of  my  MSS.  in  the  hands  of  the 
enemy,  I  am  compelled  to  publish  this  work  in  an  incomplete 
form — at  some  future  day  I  hope  to  iaaue  it  in  a  more  creditable 
manner. 

The  Part  on  Harbor  Routine,  and  the  plan  of  Part  III,  is 
somewhat  new,  and  suggested  itself  to  me  while  employed  in 
teaching  at  the  U.  S.  Naval  Academy.  Questions  are  asked 
and  the  Answers  omitted  in  order  to  cause  the  Student  to  think  ; 
and  to  give  the  Instructor  an  opportunity  of  explaining  the 
j^hilosophy  of  Seamanship  and  Naval  Discipline. 
C.  S.  PATRICK  HENRY, 

James  River, 

September  28f^,  1863. 


Digitized  by  the  Internet  Arciiive 
jn  2010  witii  funding  from 
Duke.  University  Libraries 


littp://www.arcliive.org/details/questionsonpractOOpark 


I>art    I. 

RIGGING.     QUESTIONS  ON. 

Knot  a  Bopc-i'arn. 

Make  a  Fox — a  Spanish  Fox — a  Knittle — a  Figure  of  Eight 
Knot — Two  Half-Hitches — a  Square  Knot — a  Bowline  Knot — 
a  Bowline  on  the  Bight — a  Running  Bowline — a  Timber  Ilitcb 
— a  Fisherman's  Bend — a  Railing  Bend — a  Carrick  Bend — a 
Cat's-Paw — a  Sheet  Bend — a  Back-Wall  Hitch— a  Rolling 
Hitch — a  Selvagee  Strap — a  Pudding  for  a  mast  or  yard — :i. 
Turk's  Head — a  Clove  Hitch. 

What  are  the  uses  of  the  above  foxes,  bends,  knots,  hitchee, 
&c.  ? 

Make  a  Short  Splice — a  Long  Splice — a  Cut  Splice — an  Eyo 
Splice — a  Flemish  Eye — an  Artificial  Eye. 

Explain  the  uses  of  the  above. 

Worm  and  Serve  a  Rope ;  Parcel  a  Rope. 

What  is  the  object  of  worming,  Parcelling  and  serving  ? 

Put  on  a  Throat  and  Quarter  Seizing. 

Sheepshank  a  Rope.     When  is  it  done  'i 

What  is  woolding  ? 

Put  a  Strand  in  a  Rope. 

To  Wall  and  Crown. 

Make  a  Matthew  Walker  Knot — a  Spritsail  Sheet  Knot — x* 
Shroud  Knot — a  French  Shroud  Knot — a  Single  Diamond  Knot 
— a  Double  Diamond  Knot — a  Stopper  Knot. 

What  are  the  above  knots  used  for  ? 

Making  Sennet,  Gaskets  and  Mats — Point  and  Graft  a  Rope. 
Why  is  it  done  ? 

Pass  a  Rose  Lashing. 

Make  a  Grommet.     What  is  its  use  ? 

What  is  a  Cleat  ? 

Name  the  different  parts  of  a  block. 

What  is  a  Double  block  ?  a  Fiddle  block  ?  a  Shoe  block  ?  a 
Sister  block  ?  a  shoulder  block  ?  a  Dead-Eye  ?  a  Heart  ?  a  Thim- 
ble ?  an  Euphroe  ?  a  Tail  block  ?  a  Snatch  block?  a  Purchase 
block  ?  a  Top  block  ?  a  Cat  block  ? 

Explain  the  uses  of  the  above. 

What  is  a  Nun  Buoy,  and  what  is  its  use  ? 

Bend  a  Buoy  Rope. 

Pudding  the  ring  of  an  anchor.     Why  is  it  done  't 


6 

Reeve  a  Single  Whip — a  Gun  Tackle  Purchase — a  Luff  Tac- 
kle— a  Top  Burton — a  Whip  and  Runner — a  Runner  and 
Tackle — a  Threefold  Purchase. 

Name  some  of  the  uses  of  the  above. 

What  is  HaAvser-laid  rope  ?  Shroud-laid  rope  ?  Water-laid 
rope  ?     Cable-laid  rope  ? 

What  is  Spun  Yarn  ?  Marline  ?  Hambro'  line  ?  What  used 
for  ? 

Heave  the  log  and  lead,  and  steer. 

Get  on  board  and  rig  Sheers.  Show  how  the  Sheer-Head 
lashing  is  passed. 

What  are  the  Slioes  for  ?     What  are  parbuckles  ? 

Take  in  the  Masts  and  Bowsprit.  Show  how  the  garland  is 
maflie  and  lashed  on. 

Rig  the  Foremast.  Turn  in  a  dead  eye.  What  is  the  use  of 
ihe  trussel-trees  ?  Why  take  out  the  after  chock  in  preference 
to  the  forward  one  ?  What  are  the  lower  cross-trees  and  their 
use  ?  What  are  the  bolsters  ?  Why  are  the  fore  and  aft  stays 
fitted  with  lashing  eyes  ?  and  why  put  over  last  i 

Stay  the  foremast  and  set  up  the  rigging. 

Rig  the  Bowsprit.     Show  how  the  Gammoning  is  passed. 

Get  the  Tops  over. 

Get  on  board,  rig  and  fid  a  topmast. 

How  do  you  rattle  down  the  rigging  ? 

What  is  the  distance  between  the  ratlines  ? 

Get  on  board  and  rig  the  Jib-boom. 

What  is  a  traveller,  and  its  use  ? 

What  is  a  Dolphine-Striker,  and  its  use  ? 

Get  on  board  and  rig  the  Flying  Jib-boom. 

Send  up,  rig  and  fid  the  Top-Gallant  masts. 

State  particularly  how  the  mast-rope  is  rove,  (either  double  or 
single.) 

Why  is  the  fore  and  aft  stay  put  over  first  ? 

Rig  the  Spritsail  Yard.  . 

What  is  the  use  of  a  Spritsail  Yard  ? 

What  is  meant  by  "canting  the  Spritsail  Yard?" 

Why  is  it  done  after  tacking  ? 

Are  Spritsail  Yards  much  used  ?  ^ 

Get  on  board,  rig,  and  send  up  the  Lower  Yards. 

Get  on  board,  rig,  and  cross  a  Topsail  Yard. 

]^ig  a  Top-Gallant  Yard  and  cross  it. 

Rig  a  Spanker  Boom  and  Gaff. 

Reeve  all  running  rigging  and  studding  sail  gear. 

Where  are  the  chain  cables  stowed — how  marked,  and  bent  ? 

Name  the  different  parts  of  an  anchor. 


Explain  the  manner  of  heaving  up  an  anchor — passing  the 
Messenger — putting  on  nippers — bitting  and  unbitting — catting 
and  fishing,  &c. 

Fit  Cat-Stopper  and  Shank  Painter. 

Secure  an  anchor  for  sea. 

How  let  go  an  anchor  ? 

What  is  a  Deck.  Stopper  ?  a  Do^j  Stopper  ?  a  Bitt  Stopper  ?  a 
Trip  Stopper  ?  a  Wing  Stopper,  and  a  Ring  Stopper  ?  and  what 
ctieir  various  uses?  ^ 

What  is  a  Compressor,  and  what  its  use  ? 

How  would  you  ship  and  unshij)  a  rudder  ? 

How  are  the  Whepl  Ropes  rove  ? 

Explain  the  Steering  gear  of  this  ship ;  or  the  ship  last 
served  in. 

Make  out  a  Quarter  and  Watch  Bill  for  an  Iron  Clad  mount- 
ing two  7  inch  Brook  Guns  and  two  9  inch  Dahlgren  Shell 
Guns  ;  or  for  the  ship  last  served  in. 

Make  out  a  Fire  Bill  for  the  above. 

How  fit  clothes  lines  and  hammock  girtlincs  ? 

How  do  you  clear  hawse  ? 

How  is  the  foremast  of  this  ship  rigged?  the  topmast?  the 
top-gallant  mast?  the  gaff  ? 

How  was  the  mast  gotten  in  ? 

How  is  the  fore  yard  rigged  ?  the  topsail  yard  ?  the  top- 
gallant yard  ? 

How  is  the  fore  yard  sent  up  and  down?  the  topsail  yard? 
the  top-gallant  yard  ? 

lIoAV  is  the  top-gallant  mast  sent  up  and  down  ?  the  topmast? 
the  gaff? 

How  is  the  running;  rijfnrinrr  rove  ? 

How  are  the  sails  loosed  and  furled  ? 

How  are  they  bent  and  unbent  ? 

How  are  they  reefed  ? 

How  are  the  anchors  hove  up  and  soured  ? 

Where  are  the  chains  stOAved  ? 

How  are  our  Wheel  Ropes  rove  ? 

How  and  where  are  the  Rclievinor  Tackles  hooked  ? 


I>art    II. 
HA.RBOR    ROUTINE. 

Note. — In  the  2ii  and  3d  Parts  tlie  ''Orders,"  (supposed  io  be  given  l>/  tlie 
Officer  of  the  Deck.l  are  printed  in  italics. 

DAILY  ROUTINE  IN  PO!lT. 

The  ordinary  routine  in  port  is  as  follows: 

The  officer  of  the  morning  watch  having  read  the  "morning 
orders,"  directs  the  Quartermaster  to  have  the  music  up,  and  gun 
ready,  before  daylight.  At  that  time,  he  directs  them  to  "  go 
on  with  the  music,"  and  the  gun  is  fired.  He  directs  the  Mid- 
shipman of  the  watch  to  call  the  Forward  Officers  and  Master's 
Mates,  and  to  tell  the  Boatswain  to  "  call  all  hands  and  pipe 
the  hammocks  up,  (and  if  clothes  are  to  be  scrubbed,  to  "  call 
all  hands  and  scrub  and  wash  clothes.")  The  Boatswain  will  do 
so  at  the  last  tap  of  the  drum,  and  in  ten  minutes  thereafter,  the 
hammocks  should  be  reported  up  by  the  Mates  of  the  lower  decks. 

The  Mates  receive  their  orders  as  to  what  is  to  be  done  with 
their  decks — the  market  boat  is  called  away  and  sent  with  the 
stewards ;  the  hammock-cloths  hauled  over  and  the  decks  swept 
down;  if  the  awnings  are  spread,  they  will  be  triced  up;  and 
all  rigging  will  be  laid  up  clear  of  the  decks. 

The  crew  now  scrub  their  clothes;  the  starboard  watch  on 
the  spar  deck,  and  the  port  watch  on  the  main  deck  ;  and  when 
a  reasonable  time  has  elapsed,  the  clothes-lines  are  overhauled 
•down,  the  clothes  stopped  on,  and  the  lines  triced  up  again. 
Tlie  decks  are  then  scruoDed,  as  ordered,  and  Avashed  down  at 
the  command  of  the  officer  of  the  Deck. 

The  men  should  not  be  allowed  to  draw  water  over  the  bows, 
from  the  gangways,  or  from  the  chains  ;  nor  should  they  be 
allowed  outside  of  the  ship  at  all. 

The  top-keepers  should  be  sent  aloft  to  put  the  tops  in  order 
after  the  clothes  are  triced  up.  They  should  be  ordered  aloft 
together,  and  when  they  have  finished  their  work,  should  notify 
the  Officer  of  the  Deck,  so  that  he  may  order  them  doivn  together. 

The  decks  should  be  dried  down  by  7:30  A.  M.  and  the  ship 
washed  off  outside.  The  carpenters  wash  from  the  "  bends" 
down,  after  the  decks  are  dried. 


The  yards  should  now  be  squared,  (observing  that  the  men 
going  aloft  are  dressed  alike,)  and  if  the  decks  are  dry  enough, 
the  awnings  spread  and  rigging  flemished  down.  Roll  up  the 
hammock-cloths,  clean  bright  work,  haul  the  boom  cover  over 
neatly  &c.,  &c. 

The  "  tea-water"  is  reported  by  the  ship's  cook  at  7  bells, 
and  is  served  out  by  order  of  the  Officer  of  the  Deck. 

If  sails  arc  to  be  loosed,  yards  crossed,  or  masts  sent  up  at 
8  o'clock,  preparations  must  be  made  beforehand," and  the  yards 
are  not  squared  until  after  the  evolution.  A  few  minutes  before 
8,  the  boat's  crews  are  sent  aft  to  prepare  their  boats  for  lower- 
ing, and  the  music  is  called.  When  the  "call"  is  beaten,  the 
pennant  is  shifted,  and  at  8  bells  the  boats  are  lowered,  sails 
loosed,  or  yards  crossed,  colors  hoisted,  &c.,  &c.,  &c. 

The  Captain  is  always  informed  when  the  flag-ship  makes 
signal  to  the  squadron,  and  the  time  is  reported  to  him,  at  8  A. 
M.,  Meridian,  and  8  P.  M. 

The  command  is  now  given  to  "  pipe  to  breakfast,"  and  the 
bum-boat  is  allowed  to  come  alongside.  The  word  is  passed  at 
the  same  time  how  the  men  are  to  dress. 

The  log  is  written  up  and  signed,  and  the  deck  '■  turned  over" 
to  the  Officer  of  the  forenoon  watch. 

At  9,  the  hjinds  are  "  turned  to,"  decks  swept  down,  and  the 
drummer  beats  to  quarters.  After  inspection,  the  divisions  are 
exercised,  marines  drilled,  &c. 

A  guard  is  always  kept  on  deck  until  sunset,  or  evening 
quarters. 

At  10,  the  regular  boats  are  called  away — the  officers  are  no- 
tified, and  in  four  or  five  minutes  the  boats  shove  off" — the  ward- 
room officers  leaving  the  ship  from  the  starboard  side,  the  steer- 
age officers  from  the  post  side. 

After  the  divisions  have  been  exercised,  the  men  are  set  at 
work,  as  required. 

At  11:30,  the  dinner  is  brought  to  the  mast  for  inspection, 
decks  swept  down,  and  sails  furled,  or  clothes  piped  down  (if 
dry.)     At  Meridian,  the  boatswain  pipes  to  dinner. 

At  1,  the  hands  are  "  turned  to"  and  decks  swept.  The  reg- 
ular boats  are  sent,  and  work  carried  on  as  ordered.  At  3,  the 
regular  boats  are  sent ;  at  3:30,  tea-water  reported  and  decka 
cleared  up ;  and  at  4,  the  boatswain  pipes  to  supper,  and  passes 
the  word  to  the  men  to  "  shift  in  blue ;"  the  log  is  written,  kc.j 
&c.,  &c. 

At  4:30,  the  hands  are  "turned  to,"  and  decks  swept.  Half 
an  hour  before  sunset,  the  awnings  are  furled,  rigging  laid  up, 
and,  if  clothes  or  hammocks  are  to  be  scrubbed,   the  lines  are 


prepared  for  going  up.  At  sunset  the  colors  are  hauled  down, 
boats  hoisted  up,  yards  and  masts  sent  down,  (if  required,)  lines 
triced  up,  &c,,  &c. 

The  sunset  boat  leaves  the  ship  before  sunset,  and  shoves  off 
from  the  shore  when  the  colors  are  hauled  down.  The  music  is 
called  five  minutes  before  sunset,  the  "call"  is  beaten  two  or 
three  minutes  before.  All  sunset  evolutions  are  performed  at 
the  third  roll  of  the  drum. 

The  men  are  mustered  at  quarters  either  before  or  after  sun- 
^et.  After  the  sunset-boat  has  been  run  up,  the  hammocks  are 
piped  down,  and  quarter  deck  aAvning  housed,  (if  desired,)  light- 
ning conductors  rigged  out,  &c.,  &c. 

At  dark,  the  necessary  lights  are  lit  and  hoisted,  and  at  8  P. 
M.,  the  music  "beats  off,"  the  gun  is  fired,  anchor  watch  set, 
and  fires  and  lights  reported  out  to  the  captain.  At  9,  the 
steerage  lights  are  extinguished,  and  at  10,  those  of  the  ward- 
room. 

The  sentries  are  relieved  every  two  hours  by  the  sergeant  of 
the  Guard.  After  gun-fire  they  pass  the  call, -"All's  well," 
every  half  hour.  All  boats  are  hailed  after  dark,  and  reported 
to  the  Officer  of  the  Deck. 

It  is  not  customary  to  set  an  anchor-watch  unless  lying  at 
single  anchor.  In  that  case,  one  of  the  main-topmen  tends  the 
drift  land.  The  anchor  watch  is  taken  from  the  forecastle-men, 
if  at  single  anchor  ;  but  the  sheet-anchors  are  let  go  by  the 
quarter  gunners. 

♦  The  gunners,  besides  having  all  ordnance  stores,  guns,  &c., 
in  his  charge,  has  nlso  the  main  yard,  main  rigging  and  sheet- 
anchors. 

At  night,  the  lights  below  should  be  inspected  every  half 
hour,  by  a  Midshipman.  The  lights  in  the  engine-room  should 
be  reported  by  the  engineer  of  the  watch  at  the  same  time. 

Question.     At  what  hour  is  the  reveille  beat  ? 
Q.  At  what  hour  is  the  tattoo  beat? 
Q.  How  would  you  calculate  the  time  of  day-light  ? 
Q.  How  and  why  are  the  awnings  triced  up  ? 
Q.  What  are  the  hammock-cloths,  and  how  fitted  ? 
Q.  What  is  the  "boom-cover  ?" 
Q.  What  are  the  "  morning  orders  ? 

Q.  What  are  the  top-keepers,  and  what  is  their  particular 
duty? 

Q.  What  is  a  "  catamoran,"  and  what  is  its  use  ? 

Q.  How  and  why  is  rigging  flemished  down  ? 

Q.  What  is  the  "  tea-water-,"  and  why  is  it  reported  ? 

Q.  Why  is  the  dinner  inspected  by  the  Officer  of  the  Deck  ? 


11 

Q.  Where  slioiald  the  Officer  of  the  Deck  receive  all  reports 
from  the  crew  ? 

Q.  How  are  the  watches  usually  divided  in  port  ? 

Q.  In  a  steam -frigate,  who  are  on  watch  at  night  besides  the 
Officer  of  the  Deck  ? 

Q.  In  what  are  the  divisions  exercised  ? 

Q.  What  is  meant  by  the  "regular  boats?" 

Q.  What  light  is  carried  in  port? 

Answer.  By  order  of  the  Navy  Department,  a  ship  must 
carry  a  light,  in  a  globular  lantern,  20  feet  above  the  deck,  and 
placed  in  such  a  miinncr  as  to  be  visible  all  round   the  horizon. 

Question.  How  are  the  lightning  conductors  fitted  ? 

Q.  What  lights  are  sometimes  hoisted  at  the  peak  ? 

Q.  What  ansiver  does  a  Flag  Officer,  Captain,  Ward-Room 
Officer,  Storage  Officer,  or  sailor,  give  when  hailed  in  coming 
alongside  at  night  ? 

Q.  Why  is  it  customary  to  beat  the  "call,"  before  "rolling 
off,"  at  8  A.  M.,  &c.  ? 

Q.  How  is  a  Flag  Officer's  boat,  or  Captain's  boat,  distin- 
guished in  the  day-time  ?  (provided,  the  Flag  Officer  or  Captain 
is  in  the  boat.) 

Q.  At  what  time  arc  colors  hoisted? 

Q.  What  is  a  '*  dog- vane  V 

Q.  What  is  meant  by  a  "  foul  hawse  ?" 

Q.  What  is  an  "elbow,"  a  "  round  turn,"  kc.  ? 


UPON  "  TAKING  THE  DECK"  IN  PORT. 

Upon  taking  the  deck  in  port,  the  Officer  should  ascertain 
whether  any  boats  are  away,  and  what  boats  are  at  the  booms  ; 
if  the  men  are  at  meals;  the  state  of  the  hawse;  if  she  has 
been  kept  clear  of  her  anchor,  (when  lying  at  single  anchor:) 
if  the  watch  is  set  ;»man  at  the  drift-lead  ;  lights  reported  out ; 
if  the  Captain  is  out  of  the  ship,  kc,  kc,  and  whether  there 
are  any  particular  orders  to  be  passed. 

He  should  then  assure  himself  that  the  yards  are  square,  rig- 
ging stopped  in,  and  all  ship-shape  aloft,  that  no  ropes  are  tow- 
ing overboard,  no  port  laniards  adrift ;  that  boat-keepers  are  in 
the  boats,  colors  and  pendant  clear  and  hoisted  taut  up,  awn- 
ings properly  set,  and  boom-cover  hauled  over,  hammocks  well 
stowed,  bright  work  cleaned,  decks  swept  down,  boat's  falls 
neatly  stopped  up,  rigging  flemished  down,  &c.,  &c.,  &c. 

If  ac  meals,  that  the  meal  pendant  is  up. 

He  should  cause  a  good  look-out  kept  for  signals,  and  boats 


12 

approaching  the  ship,  as  well  as  arrivals  and  departures  of  ves- 
sels from  the  port. 

He  is  accountable  for  the  proper  execution  of  all  evolutions, 
and  will  be  constantly  on  the  alert. 

It  should  be  his  constant  care  that  the  ship  presents  a  credi- 
table appearance  "alow  and  aloft,"  and  all  his  energies  should 
be  directed  to  effect  it. 


STOWING  HAMMOCKS. 

In  stowing  the  hammocks,  the  men  appointed  for  the  purpose 
should  refuse  to  take  any  hammock  not  properly  lashed  up.  Iii 
former  times  it  was  customary  to  pass  each  hammock  through  a 
hoop  before  stowing  it.  They  should  be  stowed  so  as  to  fill  the 
nettings,  and  of  an  uniform  height,  numbers  up  and  in.  The 
starboard  watch  stow  their  hammocks  on  the  starboard,  the  port 
watch  on  the  port  side,  fore-castlemen  and  firemen  forward, 
fore  and  maintopmen  amidships,  after-guard,  mizen-topmen  and 
marines  aft.  The  steerage  hammocks  are  stowed  in  the  poop 
nettings,  in  a  74,  and  in  the  after  part  of  the  quarter-deck  net- 
tings in  other  vessels.  , 

The  hammock-cloths  are  hauled  over  as  soon  as  the  ham- 
mocks are  stowed.  After  the  decks  are  dried  down,  if  the  Offi- 
cer wishes  to  "  roll  up"  the  hammock-cloths,  he  commands  : 
Stand  by  to  bring  in  and  roll  it})  the  hammock-cloths.  The  or- 
der is  repeated,  and  when  the  men  are  ready,  man  the  side — 
the  jack-stays  are  unrove  and  the  cloths  brought  in  together  at 
the  command  lay  in  ;  they  are  then  rolled  up  and  laid  on  top 
of  the  hammocks  together  at  the  command  lay  out ;  when  done, 
the  command  is  given,  lay  in,  and  the  men  all  come  in  to- 
gether. 

At  the  approach  of  rain,  the  command  is  given  :  haul  over 
the  hammock-cloths,  and  they  are  cut  adrift  and  hauled  smoothly 
over. 

PIPING  DOWN  HAMMOCKS. 

All  hands  having  been  called  to  "stand  by  hammocks,"  the 
men  will  stand  close  in  and  face  the  nettings.  The  midshipmen 
should  be  distributed  from  the  forecastle  aft,  to  assist  in  pre- 
serving order.  The  boatswain  having  reported  the  men  up,  and 
perfect  silence  being  maintained,  the  officer  of  the  deck  will  di- 
rect him  to  pass  such  orders  as  are  necessary — such  a  i  slinging 
clean  hammocks,  boat's  crew  in  readiness  to  go  away  (if  re- 


13 

quired),  &c.,  &c.  He  then  directs  the  boatswain  to  pipe  :  un- 
cover; the  men  stationed  to  pass  out  hammocks,  then  man  the 
side  and  throw  back  the  clothes ;  the  command  is  then  siven  ^ 
pipe  down. 

The  men  should  not  be  allowed  to  answer  when  their  numbers 
are  called,  but  each  man  should  step  up  and  receive  his  ham- 
mock without  a  word  ;  throw  it  over  his  right  shoulder,  take  it 
below,  and  sling  it.  No  hammocks  should  be  thrown  on  the 
deck.  After  a  reasonable  time,  the  clothes  are  hauled  over  and 
stopped  down  ;  the  midshipmen  report  the  fact,  and  thej  are 
not  to  thrown  back  again,  without  the  permission  of  the  officer 
of  the  deck. 

QuErSTiON.  How  do  3'ou  lash  up  a  hammock  ? 

Q.  What  other  method  is  there  for  preparing  hammocks  t'cr 
stowing  ? — [dispensing  with  lashings,] 

Q.  If  lashings  are  used,  how  are  they  prepared  ? 


GETTING  UP  HAMMOCK  GIRT-LINES  AND 
CLOTHES-LINES,  AND  STOPPING  ON  HAMMOCKB 
OR  CLOTHES.  ' 

In  stopping  clothes  on,  the  white  clothes  should  be  stopped 
on  the  starboard  side  ;  blue  on  the  port  side,  and  no  holidays 
left.  The  forecastlemen  stop  on  forward  ;  fore  and  maintop- 
men  amidships  ;  after-guard,  mizen  topmen  and  marines,  afl. 
Good  stops  should  be  used  to  prevent  their  being  blown  away. 

The  hammocks  should  be  stopped  on  with  the  number^  up 
i;nd  out,  three  stops  at  the  head,  and  all  stopped  together  at  the 
foot.  The  starboard  watch  on  starboard,  and  port  watch  on 
port  side.  The  midshipmen  should  see  that  the  lines  are  pro- 
perly filled. 

The  lines  are  gotten  up  the  night  before,  at  sunset.  About 
twenty  minutes  before  that  time,  the  officer  of  the  deck  com- 
mands :  Get  the  clothes-lines  out;  stand  by  to  lay  aloft  to d- 
keepers  ;  lay  aloft,  send  down  whips  ;  the  lines  are  gotten  up 
from  below,  or  out  of  the  launch,  (if  stowed  there,)  the  top- 
keepers  send  down  the  whips,  and  the  lines  are  cleared  and  pro- 
pared  for  going  aloft.  When  the  ''call"  is  beaten,  the  com- 
mand is  given  by  the  officer  of  the  deck  ;  Man  the  whips ; 
stand  by  to  lay  aloft  and  bring  to.  At  the  third  roll  of  the 
drum,  he  commands  :  Trice  up,  lay  aloft  and  bring  to.  When 
the  lines  are  brought  to:  Lay  doivn  from  aloft;  the  top-keei:- 
ers  laying  down  at  the  same  time. 

In  the  morning  watch,  the   clothes  being  washedj  and  ready 


14 

to  stop  on,  the  command  is  given:  Stand  hy  to  overhand  tJie 
lines  doivn.  The  lines  are  cleared  for  lowering,  and,  when 
ready,  the  command  is  given :  Pipe  down.  The  lines  are  low- 
ered, and  clothes  stopped  on  ;  when  all  are  on :  3Ian  the  ivhips — 
trice  up.     The  lines  should  be  hauled  well  taut. 

The  hammock  girt-lines  are  gotten  up  in  the  same  way;  ex- 
cept that  no  men  are  required  aloft  to  bring  them  to,  (as  usually 
fitted.)  In  overhauling  them  down,  and  tricing  them  up  in  the 
morning,  the  same  routine  is  observed. 

Clothes  should  be  piped  down  at  11.30  A.  M.,  if  dry,  and 
the  men  allowed  to  stow  them  in  their  bags  during  dinner-time. 
Hammocks  must  generally  be  allowed  a  longer  time  to  dry ; 
they  are  inspected  at  evening  quarters,  put  in  the  division  bags, 
and  stowed  in  the  sail-room. 

All  hands  having  been  called  to  "stand  by  scrubbed  clothes," 
and  reported  up  by  the  boatswain,  the  command  is  given : 
Stand  hy  to  lay  aloft  and  cast  the  lines  adrift ;  lay  aloft.  The 
lines  are  cast  adrift,  the  whips  cleared,  and  the  command 
given:  Pipe  down;  lay  down  from  aloft.  Each  man  takes 
his  clothes  off  the  lines,  and  folds  them  up ;  the  command  is- 
then  giv€n :  Stand  hy  to  lay  aloft  top-keepers — lay  aloft,  take 
off  whips.  When  the  whips  are  taken  off  and  coiled  away  in 
the  tops  :  Lay  down  from  aloft. 

Top-keepers  should  lay  aloft,  and  come  do.wn  on  their  respec- 
tive sides. 

In  piping  the  hammocks  down,  the  same  rotitiQe  is  followed  ; 
except  sending  men  aloft  to  cast  them  adrift^  (which  is  unne- 
cessary.) 

If  the  a.wnings  arc  spread  where  the  clothes  are  to  be  piped 
down,  the  commands  are  :  Stand  hy  to  drop  the  aivnings  ;  and 
at  the  command  to  "lay  aloft  and  cast  the  lines  adrift:  Man 
the  sideSy.  cast  off  the  side-stops.  The  lines  being  cast  adrift^ 
side-stops  cast  oif,  earings  singled,  and  windsail  bowlines  let  go, 
the  comman  1  is  given:  Pipe  down;  when  the  earings  and 
whips  are  let  go,  and  the  men  lay  down,  and  ia,  at  the  same- 
time. 

When  the  whips  have  been  taken  oif,  and  Sines  cleared  i 
Stand  hy  to  haul  out  the  awnings.  The  earings  are  Hwinned, 
and  men  staad  ready  to  haul  out  the  side  stops — (all  hands  are 
required  to  haul  them  out  properly) :  ITaid  out,  man  the  side^ 
and  haul  out  the  side-stops  ;  trim  the  zoind- sails.  When  done:. 
Lag  in  and  down  from  aloft.  (The  top-keepers  come  down  a& 
the  men  lay  in.) 

The  lines  are  weeded,  stopped  up,  and  paid  below — deck& 
swept  down,  and  no  clothes  allowed  about  the  decks. 


15 

Question.  How  arc  clothes-lines  usually  fitted  ? 

Q.   IIow  are  hammock  girt-lines  usually  made  ? 

Q.  What  is  meant  by  "holidays  ?" 

Q.  Why  are  the  hammocks  stopped  on  t^ith  the  "numbers  up 
and  out?" 

Q.  What  is  meant  by  "weeding"  the  lines? 

Q.  What  is  an  "  Irish  pendant?"  ♦ 

Q.  What  is  a  windsail  ? 

Q.  You  are  the  officer  of  the  deck;  sails  loosed,  hammock - 
clothes  rolled  up,  awnings  spread,  &c.  &c.  &c.  You  observe  a 
rain  squall  gathering.     What  will  you  do  ? 

Q.  In  stopping  white  and  blue  clothes  on  the  same  lines, 
why  should  the  white  clothes  be  above  ? 


TO  SPREAD  THE  AWNINGS,  &c. 

The  awnings  being  "on  a  stretch,"  to  spread  them,  the  offi^ 
cer  of  the  deck  commands:  Stand  hy  to  spread  the  awnings. 
The  men  are  sent  up  from  below,  and  the  command  is  given ; 
Let  go  the  fore-and-aft  tackles,  cast  adrift.  The  awnings  arc 
cast  adrift,  and  hauled  out  on  a  stretch  again ;  the  lacings* 
rove,  earings  passed  and  manned,  and  wind-sails  hauled  up  from 
below  and  dipped  through  the  holes  in  the  awnings.  All  being 
ready:  JTatd  out,  man  the  side  and  haul  out  the  side-stops.  The 
side  is  manned  as  the  earings  are  hauled  out ;  the  side-stopy 
passed,  and  ends  expended,  and  when  all  are  secured:  Lay  in. 

In  performing  this  evolution,  the  men  should  not  be  allowed  to 
show  themselves  above  the  rail  until  ordered  to  "  man  the 
side  ;"  except  for  the  purpose  of  reeving  the  earings.  After  the 
side-stops  are  passed,  they  should  all  remain  out  until  the  order 
is  given  to  "  lay  in." 

If  the  awnings  are  not  laced  before  hauling  out,  they  will  be 
laced  immediately  after ;  foot-ropes  being  used  for  the  men 
passing  the  lacings  to  stand  on.  Standing  on  the  awnings 
should  never  be  allowed. 

The  men  manning  the  side,  will  be  careful  not  to  tread  down 
the  hammocks. 

If  the  oflScer  of  the  deck  wishes  to  get  the  awning-curtains 
up,  he  commands:  Stand  hy  to  get  the  curtains  up ;  and  when 
they  have  been  gotten  up  on  deck,  and  stretched  along :  Man 
the  side.  The  curtains  are  taken  up  by  the  men  manning  the 
side,  and  stopped  to  the  awning-stops ;  when  all  are  up :  Lay 
in. 

The  poop  and  forecastle  curtains  (in  ships  having  a  poop  and 


16 

top-gallant  forecastle,)  will  be  kept  at  the  foot  of  the  ladder, 
until  the  order  "man  the  side  "  is  given.  The  object  is,  not  to 
show  a  man  above  the  pail,  until  the  order  is  given  to  "  man  the 
side." 

To  take  the  curtains  down,  the  commands  are :  Stand  hy  to 
take  the  curtains  dotvn — man  the  side — lay  in;  the  curtains 
dropping,  Jtnd  men  laying  in  together. 

The  curtains  are  rolled  up  and  taken  below  to  the  sail-room. 

If  the  curtains  are  to  be  transferred  to  the  other  side,  the 
command  is  given :  Stand  hy  to  lift  over  the  cut-tains.  They 
are  taken  down  and  put  up  as  described.  To  furl  the  awninos, 
the  officer  of  the  deck  commands :  Stand  hy  to  furl  the  atvn- 
ings.  The  men  are  all  sent  up  from  below,  and  being  ready  : 
3Ian  the  side  and  cast  adrift  the  side-s^ops.  The  men  lay  out 
together,  cast  off  the  stops  and  single  the  earings  ;  when  ready  : 
JiJase  away — lay  in;  let  go  the  fore-and-aft  tackles.  The  awa- 
ings  are  unhooked  abaft,  wind-sails  dipped,  and  lacings  unrove  ; 
they  are  then  laid  on  deck,  rolled  up  smoothly,  stops  passed  and 
ends  expended,  and  the  after  ends  hooked.  All  the  fore-and- 
aft  tackles  being  manned  :  Saul  out.  They  are  hauled  out  on 
a  taut  stretch  together. 

Question.  What  are  the  "  awnings?" 

Q.  Describe  them. 

Q.  What  is  meant  by  housing  an  awning,  and  how  is  it 
done  ? 

Q.  What  is  a  "  crow-foot  ?" 

Q.   What  is  a  "  sharks-mouth  ?" 

Q.  What  is  an  "  euphroe  ?" 

Q.  What  is  a  "  ridge-rope,"  and  how  fitted  ? 

Q.   What  is  an  awning-stanchion  ?" 

Q.  What  is  meant  b}^  "the  awnings  being  on  a  stretch?*' 

Q.  What  are  the  "  curtains  ?" 

Q.  How  are  the  awnings  hauled  out  to  the  ridge-ropes  ? 

HOISTING  AND  LOWERING  BOATS. 

In  order  to  hoist  the  boats,  the  command  is  given:  Seyid  the 
boats' -crews  aft  to  overhaul  their  falls  down.,  drop  the  hoats  and 
haul  them  on.  The  falls  are  overhauled  and  lead  along,  and 
the  men  sent  aft  to  hoist  the  boats.  This  is  generally  donre  at 
sunset,  and  preparations  should  be  made  some  minutes  before. 
The  boats  should  be  dropped  under  their  falls,  but  not  hooked 
on  until  the  "call"  is  beaten.  The  starboard  watch  man  the 
starboard  falls,  the  port  watch,  the  port  falls.  When  the  "call" 
is  beaten,  the  command  is  given :  hook  on^  inan  the  falls ;  at 


,17 

the  first  roll  of  the  drum,  haul  taut,  a»d  at  the  third,  Jioist 
atvay.  A  boatswain's  mate  attends  at  each  boat  and  pipes 
"belay"  when  the  boat  is  up.  The  stoppers  are  then  passed, 
falls  belayed  and  coiled  down,  and  plugs  taken  out. 

To  lotcer  the  boats,  the  command  is  given :  Send  the  boats'- 
crews  aft  to  lotoer  their  boats  ;  and  at  the  third  rollt)f  the  drum  : 
(if  lowered  when  the  colors  are  hoisted,)  lower  atoay.  The  falls 
are  rounded  up  and  stopped  in,  and  ends  flemished  down.  The 
boats  are  hauled  out  to  the  booms — two  boat-keepers  in  each ; 
except  at  meal-times,  when  they  relieve  each  other. 

The  men  are  sometimes  stationed  for  running  all  boats  up 
together.  Boats  lying  at  the  booms  should  hoist  and  haul  down 
their  flags ;  and  spread  and  furl  their  awnings  with  the  ship. 

Question.  Wliat  is  meant  by  "stopping  up"  the  boats'-falls ? 

Q.  What  are  the  boats'-falls,  and  how  are  they  rove  ? 

Q.  "What  are  the  "stoppers,'  and  how  fitted?. 

Q.  "What  is  a  "  thoro-put"  r 

Q.  What  are  the  "plugs"? 

Q.  What  boats  are  allowed  a  1st  class  frigate,  and  where  are 
they  carried  ? 

Q.  Who  arc  the  boat-keepers,  and  what  is  their  especial  duty  ? 

Q.  How  is  a  boat  moored  to  the  boom  during  the  day-time, 
(in  moderate  weather  ?) 

Q.  How  moor  a  boat  at  night  for  convenience  in  getting 
alongside  ?     (Blowing  fresh  ?) 

Q.  Before  firing  a  salute,  what  do  witU  your  boats  ? 

Q.   How  are  the  boats'  awnings  fitted  ? 

Q.  What  are  the  different  "  pipes"  used  by  the  boatswain  and 
his  mates? 

Q.  How  are  the  boats  "  called  away"  ? 

Q.  What  is  a  "Lewis-bolt"? 

MORNINa  AND  EVENING  QUARTERS. 

The  men  are  inspected  at  quarters  in  the  morning,  after 
breakfast,  to  see  that  they  are  properly  dressed,  and  that  all  the 
bright-work  is  clean.  Each  man  has  a  particular  article  to  keep 
in  order,  and  it  should  be  ready  for  inspection  at  the  usual  hour. 
After  the  "Retreat"  is  beaten,  the  different  divisions  are  exer- 
cised, as  ordered. 

The  object  of  going  to  quarters  in  the  evening,  is  to  see  that 
every  man  is  accounted  for,  and  that  the  guns  are  properly 
secured,  and  everytliing  in  place. 

In  mustering  the  men,  the  Midshipman  o^  the  division  calls 
ih^ir  numbers;  to  which  they  answer  their  stations  at  the  gun 


18 

for  exercise.  After  each  man  thoroughly  understands  his  station 
for  exercise,  it  is  a  good  pLan  to  cause  them  to  answer  their 
stations  or  duties  at  other  operations.  For  example :  at  even- 
ing quarters,  the  oflBcor  commanding  the  division  commands: 
Answer  to '•^  Casting  loose  f'  the  Midshipman  then  commences 
with  the  forward  gun  of  the  division,  Number  1 ;  Number  1 
replies:  "Cast  loose  and  middle  breeching,"  &c.,  &c.  At 
another  time  the  command  is  given:  Answer  to  ^^  Securing  ;" 
and. so  on,  until  the  men  can  readily  answer  »o  every  station; 
such  as  "  casting  loose  ;"  "securing;"  "dismounting;"  "shift- 
ing trucks  ;"  "transporting;"  "sponge,  load  and  shift  breech- 
ing;" "shifting  pivots;"  " Fire  quarters  ;"  "fitting  out  boats," 
&c.,  &c.,  &c. 

By  this  manner  of  mustering,  the  men  soon  become  well  drill- 
ed in  all  their  duties  at  the  gun. 

In  passing  orders  to  his  division,  an  officer  should  first  com- 
mand :    Attention  Division ;  and  then  pass  the  order. 

When  wishing  to  muster,  qt  address  any  portion  of  his  division, 
he  should  command:  1st.  Boarders  to  the  front;  or,  Fighting 
boats'-creiv  to  the  front,  &c.  The  men  step  one  pace  to  the 
front,  close  in  on  the  centre,  and  toe  a  seam.  To  dismiss  them 
the  command  is  given:    To  your  quarters. 

It  is  usual  for  the  Flag  officer,  or  Captain,  t-o  inspect  the  ship 
on  Sunday.  The  divisions  having  been  mustered,  the  command 
is  given:  3Ia7i  both  sides — Toe  a  seam.  The  men  form  a  line 
on  either  side  of  the  deck,  and  stand  uncovered  as  the  inspect- 
ing officers  pass  along  the  line. 

The  officers  should  see  that  all  the  men  are  dressed  alike, 
whether  at  morning  or  evening  quarters  ;  at  sea  or  in  port. 

Question.  How  are  the  men  called  to  quarters  in  ships  where 
there  is  no  drummer  ? 


SQUARING  YARDS. 

The  boatswain  having  piped  "square  yards,"  the  braces  are 
thrown  off  of  the  fife-rails,  and  the  yards  are  squared  by  the 
braces.  The  men  stationed  aloft  to  tend  the  lifts,  &e.,  assemble 
at  the  foot  of  the  Jacob's-ladders.  A  boat  is  manned,  and  when 
the  boatswain  reports  the  yards  "  square  by  the  braces,"  the 
officer  of  the  deck  commands :  Stand  by  to  lay  aloft,  square 
yardmen — lay  aloft.  The  boatswain  then  goes  ahead  in  the 
boat,  and  squares  the  yards  by  the  lifts.  He  sees  that  all  rig- 
ging is  hauled  taut — such  as  the  topsail  and  top-gallant  sheets, 
the  bowlines,  halliards,  &c.,  &c. — and  pulls  round  the  ship  for 
the  purpose.    When  he  is  satisfied  that  the  yards  are  square, 


19 

and  rigging  taut,  he  returns  to  the  ship  and  reports  the  fact  to 
the  officer  of  the  deck,  -who  commands:  Pipe  down — lat/  down 
from  aloft. 

Before  the  boatswain  commences  squaring  the  yards  by  the 
lifts,  the  officer  of  the  deck  shoukl  see  that  all  the  rigging  id 
stopped  in  aloft — reef  tackle,  pennants,  top-gallant  and  royal 
lifts  and  braces,  studding  sail  gear,  (if  rove,)  &c.,  kc,  &c.,  an  1 
if  there  is  much  work  of  the  kind  to  be  done  aloft,  he  shoul  I 
send  the  square  yardmen  aloft  as  soon  as  the  boatswain  pipes 
"  square  yards." 

The  yards  should  be  squared  after  any  work  is  done  which  is 
calculated  to  "throw  them  out" — such  as  furling  sails,  hoisting 
out,  or  in,  boats,  kc.  Nothing  tends  more  to  the  general  ap- 
pearance of  a  ship  than  square  j^ards,  and  taut  gear  aloft.  The 
decks  may  be  in  the  most  perfect  order,  the  hull  as  "  neat  as  a 
pin,"  but  the  whole  may  be,  and  is,  in  the  eye  of  a  sailor,  spoiled 
by  a  slack  bowline,  or  a  top-gallant  yard  arcockbill.  The  viter- 
nal  appearance  of  a  ship  ^  known  to,  comparatively,  but  few; 
while  her  external  appearance  is  criticised  by  the  crews  of  all 
the  vessels  in  the  port. 

A  Midshipman  should  accust)m  himself  to  "look  aloft,"  and 
try  to  be  able  to  discover  the  slightest  neglect.  If  he  sees  any- 
thing not  stopped  up,  and  cannot  call  it  by  name,  he  should  at 
once  lay  aloft  and  find  it  out. 

Some  officers  approve  of  the  system  of  squaring  yards  with 
flags,  instead  of  allowing  the  boatswain  to  pass  the  word  as  to- 
the  condition  of  the  yards.  To  make  the  necessary  signals, 
three  flags  are  required — say  a  red  flag  for  the  main,  white  for 
the  fore,  and  blue  for  the  mizen.  The  boatswain  faces  the  ship 
and  holds  the  flag  on  the  side  the  yard  requires  to  be  topped. 
For  lower  yards  he  holds  the  flag  horizontal ;  for  topsail  yards, 
perpendicular ;  for  top-gallant  yards,  horizontal,  with  the  other 
arm  extended ;  and  for  royal  yards,  perpendicular,  with  the 
other  arm  extended.  When  the  yard  is  square,  he  lowers  or 
waves  the  flag. 

The  boatswain's  mates  should  carefully  attend  to  the  signals, 
or'  orders  of  the  boatswain ;  the  chief  boatswain's  mate  stan Js 
at  the  end  of  the  jib-boom ;  the  others  in  the  gangways,  and  on 
the  poop.  The  lower  booms  should  be  squared  at  the  same 
time. 

Question.  What  are  the  '•  fife-rails"  ? 
Q.  Hoiv  are  the  yards  squared  by  the  braces  ? 
Q.  What  are  the  "  Jacobs-ladders,"  and  how  are  they  fitted. 
Q.  Why   is   it   necessary   to    send   men    aloft  in   squaring 
yards  ? 


20 

•  Question.  Suppose  you  were  sent  out  to  see  that  all  the  rig- 
ging was  taut ;  what  Mould  you, look  at  ? 

Q.  The  word  is  passed,  "main  yard  to  port;"  which  lift 
would  you  get  a  pull  of  ? 

Q.  What  is  meant  by,  being  thrown  out  of  "kelter"  ? 

Q.  How  does  an  officer  liail  a  man  aloft? 

Q.  Is  anybody  allowed  to  hail  a  top  ? 

Q.  How  does  a  man  on  deck  attract  attention  from  the  top ; 
or  vice  versa? ■ 

Q.  What  is  a  "  Timenoguy"  ? 

TO  SCRAPE  THE.  LIGHT  SPARS,  &c. 

The  light  spars  require  scraping  occasionally,  and  a  windy 
day  should  be  selected  for  the  purpose.  It  should  not  be  done 
soon  after  tarring  down,  or  painting  ;  nor  with  the  awnings 
Spread,  as  the  shavings  are  greasy.  The  topmen  having  been 
sent  on  deck,  and  notified  as  to  what  is  to  be  done,  the  command 
is  given  :  Lay  a^oft,  man  the  hoom  tricing -lines,  trice  up.  After 
the  work  is  done,  command :  Stand  by  your  booms — down  booms 
— lay  down  from  aloft. 

In  overhauling  the  rigging  aloft,  re-fitting,  &c.,  the  men 
should  be  sent  aloft,  and  called  down,  together.  As  soon  as  the 
hands  are  "turned  to,"  the  command  is  given  :  Stand  by  to  lay 
aloft;  and  when  the  working  parties  have  assembled  at  the  foot 
of  the  Jacob-ladders :  lay  aloft.  At  7  bells  the  command  is 
given  :  Stand  by  to  lay  doton  from  aloft — lay  doivn. 

If,  at  any  time  in  port,  it  is  necessary  to  send  the  top-keepers 
aloft,  they  should  all  be  sent  together. 

In  tarring  down  the  awnings  should  be  sent  below ;  windsails 
lowered  and  stowed  aw^ay ;  boom  cover  and  hammock-cloths 
hauled  over ;  and  decks  wet  and  sanded  down. 

In  re-fitting,  men  are  disposed  to  let  the  rigging  hang  loosely, 
ropes  to  show  below  the  tops  and  over  the  ship's  side,  &c.,  when 
there  is  no  necessity  for  it ;  the  officer  of  the  deck  should  insist 
upon  everything  being  kept  as  ship-shape  as  the  circumstances 
of  the  case  will  admit. 

When  a  ship  is  to  be  painted  inside,  on  the  spar  deck,  it  is 
customary  to  "jag"  the  running  rigging  inside  the  lower  rigging; 
in  so  doing,  the  '"jags"  should  be  of  the  same  height  above  the 
rail,  and  of  an  equal  length.  In  such  cases,  lifts,  braces,  &c., 
should  be  well  racked  to  preserve  the  yards  square,  and  rigging 
taut. 

Question.  What  precaution  should  be  taken  aloft  with  refer- 
ence to  tar-buckets,  marling-spikes,  &c.  ? 


21 

Question.  How  do  tlie  men  tar  dovrn  the  fore  and  aft  stays 
and  backstays  ? 

(4.  How  prepare  for  rattling  down  the  lower  riggifig  ? 

Q.  Suppose  you  Avish  to  re-strnp  the  lower  lift  and  brace 
blocks  ;  how  will  you  manage  it  ? 

Q.  You  wish  to  take  off  a  topsail  lift  and  examine  the  eve  ? 

Q.  What  is  a  "jag"  ? 

Q.  What  is  the  distance  between  the  ratlins  ? 

Q,  How  would  you  manage  to  paint  the  lower  masts  ? 

Q.  What  spars  are  usually  scraped  and  greased? 

Q.  What  is  "  slush"  ? 


AIRING  BEDDING. 

The  bedding  of  the  crew  is  occasionally  hung  up  in  the.  rig- 
ging to  air.  All  hands  having  been  called  to  "  stand  by  ham- 
mocks," the  word  is  passed  to  hang  the  bedaing  in  the  rigging, 
and  the  hammocks  arc  "piped  down."  The  Officer  of  the  Deck 
should  see  that  they  are  hung  to  the  standing  rigging,  particu- 
larly if  the  ship  be  at  sea. '  It  is  a  standing  rule  on  board  ship 
that  nothing  is  ever  to  be  made  fast  to  the  running  rigging. 

In  preparing  a  hammock  for  this  purpose,  it  should  be  un- 
lashed,  ;and  one  turn  taken  round  tlio  hammock — mattrass  and 
blankets  in  the  middle,  with  the  lashing.  It  is  secured  to  the 
rigging  with  the  other  part  of  the  lashing. 

Wlien  the  Officer  of  the  Deck  wishes  to  re-stow  the  ham- 
mocks, he  directs  the  boatswain  to  call  all  "  hands  stand  by 
hammocks,"  and  after  having  had  the  word  passed  to  the  crew 
to  lash  up  their  hammocks  and  re-stow  them,  gives  the  com- 
mand, pipe  down.  The  hammocks  are  carried  below,  slung  on 
their  hooks,  lashed  up  and  brought  up  and  put  in  the  nettings. 
■  In  lasliing  up  their  hammocks,  the  men  should  not  be  allowed 
to  hang  them  across  the  decks,  thus  stopping  up  flie  gangway. 
Each  man  should  go  to  his  proper  berth,  and  lash  his  hammock 
up  neatly. 


TO  GET  THE  LOWER  BOOMS  OUT. 

If  the  lower  booms  arc  to  be  gotten  out  when  the  colors  are 
hoisted,  the  command,  ma)i  the  lower  boom  topping  lifts  and 
forivard  guys,  is  given  when  the  "  call"  is  beaten.  At  the  first 
roll«f  the  drum  command,  haul  taut — top  up,  and  at  the  third 
roll,  loalk  away  with  the  forward  guys.     The  boatswain  on  the 


22 

stcarboard  side,  and  the  cliief  boatswain's  mate  on  the  port  side, 
attend  to  trimming  the  booms. 

To  get  them  alongside — say  at  sunset — command,  stand  hy  to 
get  the  loiver  booms  alongside — man  the  after  guys,  when  the 
"  call"  is  beaten.  At  the  third  roll  of  the  drum,  ivalh  away 
tvith  the  after  guys. 

The  boatswain  and  his  mate  attending  as  before.  In  all  such 
evolutions,  the  starboard  watch  work  on  the  starboard,  the  port 
watch  on  the  port  side. 

Question.  Is  it  customary  to  get  the  lower-booms  alongside 
at  sunset  ? 

Q.  Suppose  you  have  no  lower  booms^  how  would  you  moor  a 
boat  alongside  ? 

Q.  What  is  a  "lazy"  painter  ? 


MAKING  AND  ANSWERING  SIGNALS. 

All  signals  should  be  answered  with  the  answering-pennant 
as  soon  as  they  are  made  out.  The  Officer  of  the  Deck  reports, 
the  numbers  to  the  Captain,  and  sends  for  the  Signal  Officer. 

In  "  telegraphing,"  the  cornet  is  hoisted  at  the  fore,  to  indi- 
cate it.  The  signal-book  contains  the  necessary  directions  in 
regard  to  the  manner  of  making  signals  by  day  or  night. 

When  a  signal  is  miade  by  the  Flag-Ship,  to  perform  any  evo- 
lution, such  as  "loose  sails,"  "strike  top-gallant  masts,"  &c., 
the  movements  of  the  Flag-Ship  are  followed.  It  is  customary 
to  make  the  preparatory  signal  a  sufficient  time  before.  After 
the  preparations  are  made,  each  vessel  should  send  the  men 
down  from  aloft. 

In  loosing  sails  when  the  colors  are  hoisted — say  at  8  A. 
M. — the  preparatory  signal  is  made  at  7:30.  The  men  are  sent 
aloft  to  get  ready,  and  will  lay  down  together  when  it  is  done. 
Five  minutes  before  8,  the  signal  is  made,  "loose  sails;"  the 
vessels  having  answered,  the  men  are  sent  aloft  and  the  "  call" 
beaten  ;  the  other  vessels  following  the  motion  of  the  Flag-Ship. 
The  booms  are  then  triced  up  and  men  sent  out  to  loose  by  all 
the  vessels  together.  At  the  third  roll  of  the  drum,  the  sails 
are  dropped,  and  signal  and  answering  pennants  hauled  down 
together. 

All  signals  are  made  on  the  same  principle.  The  Flag- Ship 
should  never  fail  to  give  the  fleist  tiinely  warning  before  signal- 
ing an  evolution  of  the  kind. 

It  is  customary  to  make  signal  to  the  fleet  also  to  prepare  for 


23 

scrubbing  hammocks  or  clothes — the  signal  being   made  tko 
night  before  in  time  to  get  the  lines  up  afl  sunset 

The  Flag  Officer  generally  issues  an  order  to  the  fleet  as  to 
how  signals  are  to  be  made  and  answered.  In  the  following 
evolutions,  we  will  describe  the  "routine"  of  the  Flag-Ship  ;  it 
being  understood  that  the  other  vessels  follow  the  motions  of 
the  Flag-Ship  and  haul  down  their  answering  pennants  when 
the  signal  is  hauled  down.  This  is  always  the  moment  cf  exe- 
cution. 

Question.  What  are  the  "numbers"  emplgyed  in  our  ser- 
vice ? 

Q.  What  is  the  "  Interrogatory"  pennant  ? 

Q.  AVhat  is  the  "  Preparatory"  pennant? 

Q.  What  is  the  "  Church"  pennant? 

Q.  What  is  the  "Cornet?" 

Q.  What  is  a  "  Distinguishing"  pennant  ? 

Q.  How  are  the  squadrons  of  a  fleet  designated  ? 

Q.  How  is  a  signal  made  to  a  particular  ship  ? 

Q.  To  a  squadron  ? 

.Q.  How  does  a  ship  "make  her  number?" 

Q.  How  does  a  ship  indicate  that  she  wishes  a  Pilot  ? 

Q.  How  does  a  ship  indicate  that  she  wishes  a  tug-boat  ? 

Q.  What  is  meant   by  hoisting  a  flag  in  a  "  waft"  [or  weftj  ? 

Q.  What  is  the  usual  signal  of  distress  ? 

Q.  What  does  the  "  Jack"  at  the  mizen  indicate  ? 

Q.  What  does  the  "Jack"  at  the  main  indicate  ? 

Q.  AVhat  does  the  "  Jack"  on  the  bows  of  a  boat  indicate  ? 

Q.  What  docs  the  "  Cornet"  at  the  fore  indicate? 

Q.  What  does  a  red  flag  at  the  fore,  or  in  a  boat,  indicate  ? 

Q.  What  are  the  "Repeaters  ?" 

Q.  How  arc  signals  made  in  a  fog? 

Q.  How  are  signals  made  at  night  ? 

Q.  What  are  "  numerical"  signals,  and  how  are  they  made  ? 

Q.  What  is  meant  by  "dipping"  the  colors? 

Q.  AVhat  is  a  "  distance-line  ?  ' 

Q.  What  is  "  the  private  signal?" 

Q.  What  is  an  "  annulling  signal?" 

Q.  What  is  the  "  guard  flag  ?" 

Q.  What  is  meant  by  a  ship  being  under  "  sailing  orders  ?" 

Q.  What  is  meant  by  a  ship  being  in  "  quarantine,"  and  what 
flag  does  she  hoist  ? 

Q.  What  is  meant  by  receiving  "  pratigue  ?" 

Q.  What  is  meant  by  "  signal  distance?" 

Q.  What  is  the  "telegraphic  dictionary?" 


24 


TO  LOOSE  SAILS. 

The  preparatory  signal  having  been  made,  as  also  a  signal  to 
indicate  whether  the  sails  are  to  be  hauled  out  by  the  bow- 
lines, or  up  by  the  buntlines,  the  signal  to  loose  sails  is  hoisted 
a  few  minutes  before  the  colors  are  to  be  hoisted.  All  hands 
are  called  to  "loose  sails,"  and  the  squadron  having  answered, 
the  command  is  given  :  Beat  the  call — aloft  sail  loosers  ;  when 
the  men  are  up,  man  the  boom,  tricing-liyies — trice  up — lay  out 
and  loose — man'the  cleiv-jiggers  and  buntlines.  When  all  the 
sails  are  reported  ready,  and  8  o'clock  has  been  reported,  com- 
mand :  Stand  hy  to  let  fall  at  the  third  roll — roll  off ;  and  at 
the  third  roll,  let  fall — haul  up — lay  in  and  lay  doivn  from 
aloft.  The  signal  is  hauled  down  as  the  sails  are  let  fall.  The 
buntlines  and  clew-jiggers  are  hauled  up  alike.  The  head  sails 
and  fore  and  aft  sails  are  loosed  at  the  same  time.  The  head 
sails  are  thrown  off  the  booms,  but  the  halliards  are  not  started. 

If  the  sails  are  to  be  hauled  out  by  the  bowlines,  command : 
Man  the  halliards,  bowlines  and  outhauls,  after  having  sent  the 
loosers  up  as  before.  At  the  third  roll,  command :  Let  fall — 
haul  out — hoist  away.  The  head  sails  are  hoisted  taut  up,  the 
topsails  are  hauled  out  by  the  bowlines,  the  courses  dropped,  the 
staysails  hoisted,  and  the  topsails  and  spanker  hauled  out. 

If  the  top-gallant  and  royal  yards  are  aloft,  the  sails  are 
loosed  as  the  topsails ;  if  the  yards  are  in  the  rigging,  they  are 
loosed  enough  to  allow  the  wind  to  blow  through  them,  when 
the  topsails  are  hauled  up  by  the  buntlines,  otherwise,  they  are 
let  fall. 

The  topsail  clew-lines  are  sometimes  kept  fast  vrhen  the  sails 
are  hauled  up  by  the  buntlines,  and  some  officers  prefer  hauling 
the  buntlines  only  up  square  with  the  yards,  others  again  haul 
them  higher  up. 

The  sail  loosers  should  shift  at  T  bells,  and  should  all  be 
dressed  alike. 

The  boats  are  lowered  and  lower-booms  gotten  out  at  the  same 
time,  if  desired. 

Question.  How  would  you  prepare  the  sails  for  loosing  if 
you  were  sent  aloft  to  do  so  ?  [Out  by  the  bowlines  or  other- 
wise.] 

Q.  What  is  the  object  in  loosing  sails? 

Q.  When  would  you  haul  out  by  the  bowlines? 

Q.  How  would  you  station  the  crew  for  "  loosing  and  furl- 
ins?" 


25 

Q.  Are  the  tacks  and  sheets  usually  kept  hooked  to  the  clews 
of  the  courses  in  port  ? 

Q.  You  arc  ordered  to  get  the  covers  on  the  maui  and  mizen 
topsails  and  mainsail,  give  the  "  commands,"  and  explain  how 
you  will  do  it? 

Q-  In  "  rolling  off,"  at  which  roll  is  the  bell  struck  ? 


TO  FURL  SAILS. 

The  signal  to  furl  sails  having  been  madcTind  answered,  and 
all  hands  called  "  furl  sail,"  command  :  Aloft  top-gallant  a)id 
royal  yardmen,  and  when  they  have  reached  the  topmast  rig- 
ging, (where  they  remain  until  the  next  order,)  aloft  topvien  ; 
when  the  topnien  have  reached  the  futtock  rigging,  and  the  top- 
gallant and  royal  yardmen,  the  cross-trees,  aloft  lower-yard- 
men.  Man  the  huntUnes  and  chw-jiggen,  (if  they  have  not 
been  hauled  up,  if  otherwise,  command  :  31an  the  hunt-jiggers — 
hands  by  the  luntUn".^  and  cleiv- jiggers.)  The  men  having 
gotten  up,  commarf)d:  Lay  out,  and  when  fairly  out,  furl  away. 
The  signal  is  hauled  down  at  the  same  time. 

When  the  sails  are  furled,  stand  by  the  booms — lay  in  down- 
booms — lay  doum  from  aloft. 

All  the  men  lay  down  except  those  stationed  aloft  to  square 
yards.  As  soon  as  the  sails  are  furled,  the  rigging  should  be 
hauled  taut,  and  the  boatswain  directed  to  square  yards.  When 
the  yards  are  reported  square,  the  men  are  piped  down  from 
aloft. 

If  the  sails  are  hauled  out  by  the  bowlines,  the  boatswain 
calls,  "all  hands  shorten  and  furl  sail,"  and  the  oommand  is 
given  :  Man  the  cleiv-jiggei's,  bujitlines  and  down-hauls.  The 
men  are  sent  aloft  as  before,  and  when  up,  haul  taut — clew  up 
and  haul  down — lay  out— furl  away.  The  sails  are  furled, 
booms  lowed,  &c.,  &c.,  as  before. 

In  furling  from  a  bowline,  the  halliard  and  bowlines  are  sorme- 
times  racked  after  being  up,  and  out,  and  the  running  parts 
overhauled  through  the  leaders,  when  the  command  is  given : 
*'  Clew  up  and  haul  down,"  the  rackings  are  cut. 

If  the  top-gallant  and  royal  yards  are  in  the  rigging,  the  sails 
are  furled  with  the  others,  if  there  be  men  enough  ;  if  not,  it  is 
customary  to  furl  them  before.  To  do  so,  the  officer  of  the 
deck  commands  :  Stand  by  to  furl  the  light  sails — the  men  being 
ready — mail  the  rigging — fwl  away,  lay  down! 

The  flying  jib  should  be  stowed  when  the  top-gallant  sails  and 
royals  are  furled.     In  all  cases  the  men  lay  out  on  the  head 


26 

booms  at  the  order  "lay  out,"  or  "man  the  rigging,"  and  stow 
tke  head  sails  as  the  others  are  furled. 

Sails  are  usually  furled  at  11:30  A.  M.,  if  day,  otherwise,  at 
1  or  3:30  P.  M. 

The  Officer  of  the  Deck  should  always  try  to  have  his  boats 
alongside  at  the  time  he  intends  furling  sails.  If  the  boats  at 
the  booms  have  their  sails  loosed,  they  will  be  furled  at  the  same 
time. 

If  it  is  not  desired  to  furl  from  a  bowline,  the  signal  is  made 
"shorten  sail,"  and  all  hands  are  called  "shorten  sail."  The 
clew-jigger,  buntlines,  down-hauls,  and  brails  being  manned,  the 
command  is  given :  Haul  tout — shorteii  sail. 

The  signal  is  hauled  down,  the  topsails  and  courses  hauled 
up  by  the  buntlines  and  clew-jiggers,  the  head  sails,  hauled 
doAvn,  and  the  other  fore  and  aft  sails  brailed  up.  The  sails 
are  afterwards  furled  as  already  prescribed. 

When  sails  are  loosed,  the  Officer  of  the  Deck  should  see  that 
the  topmen  do  not  go  aloft  and  "steal,"  when  sent  aloft  to  furl, 
keep-  the  men  in  until  ordered  out,  and  at  the  command  '*  lay 
down  from  aloft,"  insist  upon  their  laying  down  promptly,  (ex- 
cept the  square-yardmen.) 

If  the  sails  are  to  be  reefed,  the  command  reef  is  given  in- 
stead of  "furl  away."  The  reef-tackles  must  be  hauled  out, 
and  when  as  many  reefs  have  been  taken  as  is  desired,  the}^  are 
overhauled,  and  the  command  given  "  furl  away." 

Question.  How  do  you  furl  a  course  ? 

Q.  How  do  you  furl  a  topsail  ? 

Q.  How  do  you  furl  a  top-gallant  sail  ? 

Q.  Plow  do  you  stow  a  jib  ? 

Q.  How  do  you  furl  a  spanker? 

Q.  What  are  the  "covers"  of  the  fore-and-aft  sails? 

Q.  All  hands  having  been  called  to  "  fhorten  and  furl  sail," 
state  particularly  the  stations  of  the  crew ;  commencing  with 
the  furlers  of  the  flying-jib, 

Q.  On  which  side  are  the  top-gallant  and  royal  yards  when 
in  the  rigging,  and   how  are  they  secured  and  stowed  there  ? 

Q.  Suppose  you  wish  to  land  the  main  top-gallant  yard  on 
deck,  in  order  to  unbend  the  sail,  or  to  make  a  neat  furl  of  it, 
how  proceed?     (Yard  rope  not  rove.) 

Q.  Suppose  you  wish  to  get  the  top-gallant  and  royal  yards 
on  deck,  bend  the  sails  and  get  them  in  the  rigging  again  ;  what 
orders  will  you  give  ? 

Q.  What  is  meant  by  furling  with  the  "  clews  out,"  or  "  in  ?" 


%n 


TO  CROSS  TOP-GALLANT  AND  ROYAL  YARDS. 

A  ship  always  crosses  her  top-gallant  and  royal  yards  before 
getting  under-^Yeigh,  if  the  weather  be  fine,  and  it  is  usually 
done  when  the  colors  are  hoisted.  Also,  when  lying  in  port 
and  wishing  to  exercise  the  crew,  they  are  sent  up  in  the  morn- 
ing, and  down  at  night. 

The  preparatory  signal  is  made  a  half  hour  before  the  colors 
arc  to  be  hoisted,  and  the  top-gallant  and  royal  yardmen  are 
sent  aloft  to  overhaul  the  lifts  and  braces.  As  soon  as  it  is 
done,  they  will  lay  down  on  deck.  xVbout  five  minutes  before 
the  time,  hoist  the  signal  and  call  "all  hands  cross  top-gallant 
and  royal  yards."  The  men  being  up,  and  the  signal  answered, 
command  :  Aloft  top-gallant  and  roifal  yardmen — man  the  yard 
ropes,  sicay  out  of  the  chains.  The  top-gallant  yards  are 
SAvaycd  until  the  upper  yard  arms  are  clear  of  the  top  rims,  and 
the  royal  yards  about  half  their  lengths  higher.  (If  the  yards 
are  on  deck,  the  command  is :  Sway  up  and  down.)  When  the 
men  are  up ;  Beat  the  call — stvay  aloft.  As  soon  as  the  yards 
are  reported  ready,  command  :  Tend  the  braces — stand  by  to 
stvay  across  at  the  third  roll ;  roll  off.  At  the  first  roll :  Stand 
by ;  and  at  the  third  :  Sway  across. 

The  signal  is  hauled  down,  and  the  lifts  and  braces  imme- 
diately gotten  down  to  the  square  marks.  The  yards  are  then 
squared,  and  the  top-gallant  and  royal  yardmen  "piped  down" 
with  the  square  yardmen.  If  the  other  yards  have  been  pre- 
viously squared,  the  command  is  given ;  Lay  do2v'n  from  aloft, 
as  soon  as  the  upper  yards  are  squared. 

It  is  a  good  plan  to  stop  the  yard  ropes  out  as  aoon  as  the 
yards  are  crossed,  and  stradied  ;  and  then  to  stop  the  yard  ropes 
in  again  to  the  slings  with  a  yarn.  It  should  be  done  neatly,  if 
done  at  all,  and  before  the  yards  are  squared  by  the  boatswain. 

Question.  Give  the  "  stations  "  for  crossing  the  top-gallant 
and  ro^^al  yards. 

Q.  Explain  the  means  of  crossing  them. 

Q.   Give  the  duties  of  each  man  aloft. 

Q.  Why  is  it  a  good  plan  to  stop  the  yard  ropes  out,  as  men- 
tioned above  ? 

Q.  Are  the  yards  sent  np  before  or  abaft  the  lower  and  top- 
sail yards  ? 

Q.  Suppose  you  were  sent  aloft  to  "  prepare  "  for  crossing 
the  top-gallant  and  royal  yards ;  what  preparations  would  you 
make? 


28 

Q.  In  squaring  the  jn^rds  by  the  braces  after  they  are  swayed 
across,  which  biace  will  require  to  be  hauled  in  the  most? 
Q.  AVhat  is  meant  by  swaying  a  mast  "  an  end  ?" 


TO  SEND   DOWN  THE   TOP-GALLANT  AND   ROYAL 

YARDS. 

About  five  minutes  before  sunset,  call  "  all  hands  down  top- 
gallant and  royal  j^ards,"  and  hoist  the  signal.  When  answered, 
command  :  Aloft  top-gallant  and  royal  yardmen.  If  the  yard 
ropes  have  not  been  previously  stopped  out,  command  :  Stoi)  out 
the  yard  ropes.  When  that  is  done,  command  :  Beat  the  call — 
send  dozen  the  tripping  lines,  (If  the  yard  ropes  are  not  down 
on  deck,  they  are  sent  down  with  the  tripping  lines.)  Man  the 
yard  ropes  and  tripping  lines;  roll  off.  At  the  first  roll, 
stand  hy  ;  and  at  the  third,  sway.  The  yards  are  lowered  as 
rapidly  as  possible,  and  received  by  the  topmen  in  the  rigging, 
or  on  deck,  as  desired.  The  lifts  and  braces  are  stopped  in,  and 
hauled  taut ;  and  the  command  given  :  Lay  down  from  aloft. 

If  the  3-ard  ropes  have  been  stopped  in  to  the  slings  with  a 
yarn,  command :  Break  stops,  at  the  first  roll  of  the  drum. 

The  signal  is  hauled  down  at  the  command,  "  sway." 

If  the  yards  are  to  be  stowed  in  the  rigging,  the  topmen  sta- 
tioned to  receive  them,  should  lay  aloft  together  at  the  third  roll 
of  the  drum,  and  lay  down  together  at  the  command,  "  lay 
down." 

Question.  Give  the  "  stations  "  for  the  above  evolution. 

Q.  Hovr  would  you  prepare  a  yard  for  coming  down  ? 

Q.  How  are  the  lifts  and  braces  "stopped  in  ?" 

Q.   Give  the  duties  of  each  man  aloft. 

Q.  What  is  a  "tripping  line?" 

Q.  Why  is  the  cautionary  command,  "stand  by,"  given,  in 
evolutions  of  this  kind  ? 

Q.  Some  ships  seud  down  top-gallant  and  royal  yards  without 
sending  a  man  aloft  ;  how  is  it  done  ? 


TO  CROSS  TOP-GALLANT  AND  ROYAL  YARDS,  AND 
LOOSE  SAIL. 

The  preparatory  signal  having  been  made  a  half  hour  before 
the  colors  are  to  be  hoisted,  call  all  hands  "  cross  top-gallant 
and  royal  yards,  and  loose  sail,"  five  minutes  before  the  time. 
Send  the  yardmen  up,  and  sway  the  yards  out  of  the  chains, 


29 

find  command:  Beat  the  call;  aloft  sail  looscrs ;  swai/  aloft. 
The  men  ave  sent  out  to  loose,  and  the  top-gaHant  and  royal 
yardmen  cast  off  the  gaskets  of  tlieir  sails,  ready  to  let  them 
fall  Avith  tlie  others;  "when  all  ready,  command  :  Stand  h>/  to  let 
fall,  and  sway  across,  at  the  third  roll.  Boll  off.  At  the  first 
roll,  stand  hy  ;  and  at  the  third,  let  fall — sivay  across. 

The  sails  are  hauled  up  by  the  biintlines,  or  out  by  the  bow- 
lines, as  desired ;  and  the  men  arc  sent  in,  and  down  from  aloft, 
by  the  means  previously  given. 

The  sails  are  furled,  when  dry,  and  the  yards  sent  down  at 
sunse  f,  as  before  directed. 

Some  officers  prefer  sending  sail-loosers  aloft,  and  giving  the 
command  :  Trice  up,  lay  out  and  loose,"  at  the  order  to  beat 
the  "  call ;'.'  and  if  sending  yards  up  at  the  same  time,  to  sway 
.  them  aloft  when  the  sail-loosers  "lay  out;''  but,  unless  the 
yards  are  swayed  aloft  and  prepared  for  crossing  very  quickly, 
the  men  are  kept  on  the  yards,  in  Avaiting,  too  long  to  present 
a  good  appearance. 

The  routine  presented  above  is,  perhaps,  the  best,  in  most 
oases. 

Question.   Give  the  "stations"  for  the  above  evolution. 

Q.  You  are  ordered  to  cross  yards  and  liaul  cait  by  the  bow- 
line;  give  the  "commands"  in  succession. 

TO  Send  rr,  and  down,  the  top-gallant 

MASTS. 

If  the  masts  arc  to  be  sent  up  when  the  colors  are  hoisted, 
make  pr.  ]  arations,  and  hoist  the  preparatory  sign.ll  a  half  hour 
before.  Five  minutes  before  the  time,  hoist  the  signal  and  call 
"  all  hands  up  top-gallant  masts."  When  the  signal  has  been 
answered,  command  :  Aloft  topmen  ;  man  the  mast  ropes;  sway 
lip  and  doivn.  The  masts  are  swayed  with  their  heels  just  clear 
of  the  deck.  When  the  topmen  are  up,_  command  :  Beat  the 
call;  sway  aloft.  The  masts  are  swayed  up;  royal  rigging 
placed  ;  swayed  higher,  and  top-gallant  rigging  placed,  and 
then  swnycd  up  and  fiddcd.  Th(>y  should  be  fidtled  together,  if 
possible.  The  officer  of  the  deck,  waiting  until  the  royal  rig- 
ging is  ]>:aced  on  all,  and  then  swaying  up  to  place  the  top-gal- 
lant rigg'ng,  and  when  that  is  done,  swaying  up  and  fidding. 
Having  I'dded,  command:  Stand  by  to  launch  at  the  third  roll. 
Boll  off.  At  the  first  roll,  stand  ly  ;  and  at  the  third,  launch. 
The  mast-ropes  are  let  go,  the  signal  hauled  down,  and  the 
masts  stayed  as  quickly  as  possible.  When  done,  command : 
Lay  down  from  aloft. 


80 

To  send  them  down  at  sunset,  make  the  preparatory  signal  a 
half  liour  before;  send  the  men  aloft  to  make  the  necessary  pre- 
parations, and  when  done,  send  them  on  deck.  Five  minutes 
before  sunset,  hoist  the  signal,  and  call  "  all  hands  down  top- 
gallant masts:"  Aloft  topmen ;  man  the  mast  ropes.  When 
ready :  Beat  the  call ;  sivay  up  and  out  fids;  stand  by  to  lower 
at  the  third  roll.  Roll  off.  At  the  third  roll,  loiuer  aivaij.  The 
masts  are  lowered  on  deck,  signal  liauled  down,  and  rigging 
hauled  taut  and  stopped  in.  Finally,  commands  :  Lay  down 
from  aloft. 

The  flying  jib-boom  should  be  gotten  out,  and  in,  with  the 
top-gallant  masts. 

The  top-gallant  masts  may  be  sw^ayed  up  and  fidded  without 
waiting  for  each  other,  if  desired.  In  performing  the  evolution 
in  part,  however,  it  presents  rather  a  better  appearance  to  cause 
them  to  do  so.  The  men  are  sometimes  "stationed"  for  this 
evolution,  but  if  not,  the  oflicer  of  the  deck  should  not  allow 
more  men  to  lay  aloft  than  is  necessary. 

"When  the  masts  are  swayed  up  in  the  morning  and  sent  down 
at  night,  it  is  usual  to  keep  them  up  and  down  the  lower  masts, 
with  the  mast  ropes  wove. 

Question.  What  preparations  would  you  make  for  sending 
up  top-gallant  masts  ? 

Q.  What  preparations  for  sending  out  the  flying  jib-boom? 

Q.  What  are  the  duties  of  the  fore  castlemen,  fore,  main  and 
mizen  topmen  respectively,  on  deck  and  aloft  ? 

Q.  Explain  the  manner  of  sending  up  and  down  a  top-gallant 
mast.  , 

Q.  Explain  the  manner  of  getting  the  flying  jib-boom  out,  or 

in. 

Q.  Station  the  men  for  the  above  evolution. 

Q.  How  are  the  mast  ropes  rove  ?     [Single  or  double.] 

Q.  What  is  a  "fid,"  and  what  a  "preventer  fid?"  and 
what  is  a  "patent  fid?" 

Q.  Are  the  masts  sent  up  before,  or  abaft  the  lower  and  top- 
sail yards  ? 

Q.  How  would  you  "stay  "  top-gallant  masts? 

Q.  What  preparations  would  you  make  for  sending  down  top- 
gallant masts,  and  rigging  in  flying  jib-boom  ? 

Q.  What  are  jack-blocks  ? 

Q.  After  the  masts  are  down,  what  is  done  with  the  rigging? 

Q.  HoAV  are  the  top-gallant  masts  sometimes  made,  so  as  to 
admit  of  the  yard  ropes  and  mast  ropes  being  quickly  rove, 
when  shifting  masts;  or,  crossing  yards  and  sending  up  masts 
at  the  same  time. 


31 

Q.  Boyd  recommends  "  cutting  a  lizard  hole  aslant  tlirougli 
the  mast,  something  more  than  the  length  of  the  topmast  head, 
below  the  royal  sheave-hole;"  what  is  the  object  of  it? 

Q.  How  would  you  Iwuse  top-gallant  masts  ? 

Q.  Give  the  "  commands  ?"     , 

Q.  The  top-gallant  masts  are  housed,  and  you  wish  to  fid 
them  when  the  colors  are  hoisted;  give  the  "commands." 


TO  SEND  UP  TOP-GALLANT  MASTS,  AND  CROSS 
TOP-GALLANT  YARDS. 

In  performing  this  evolution,  the  masts  should  be  fidded,  the 
fore-and-aft  stays,  and  the  standing  barkstays  set  up  before 
swaying  aloft  the  yards.  The  topmen  sliould,  therefore,  have 
their  lutfs  on,  ready  to  get  the  rigging  down  to  the  old  nip3 
without  delay.  Unless  jack  blocks  are  used,  there  will  be  a  de- 
lay in  sending  the  yards  up,  unless  the  yard  ropes  are  quickly 
rove.  The  ends,  then,  should  be  aloft,  and  as  soon  as  the 
sheave  appeal's  above  the  cap,  they  should  be  rove,  and  a  haul- 
ing line  bent  on  from  the  deck  from  abaft.  Some  hands  having 
been  previously  stationed  for  the  purpose,  man  the  hauling  line 
and  reeve  the  yard  rope.  The  men  at  the  mast  ropes  turn 
round  to  the  yard  ropes,  as  soon  as  the  masts  are  fidded.  The 
standing  parts  of  the  yard  ropes  arc  hooked  to  the  slings  of  the 
yards  in  readiness,  before  the  evolution. 

If  the  masts  and  yards  are  to  be  sent  up  when  the  colors  are 
hoisted,  make  signal  as  before,  and  call  "all  hands  up  top-gal- 
lant masts  and  top-gallant  yards."  Send  the  men  aloft;  beat 
the  call ;  sway  up ;  fid  top-gallant  masts  ;  then  sway  aloft  the 
yards,  and  cross  at  the  third  roll — the  signal  being  hauled  down 
at  the  same  time. 

The  royal  yards  may  be  crossed  with  the  others,  if  desired. 

Question.  Station  the  men  for  the  above  evolution. 

Q.   Give  the  "commands"  in  succession. 

Q.  AVhat  preparations  are  necessary  ? 


TO  SEND  DOWN  TOP-GALLANT  MASTS,  AND  YARDS. 

Unless  jack  blocks  are  used  in  this  evolution,  the  yards  must 
be  sent  down,  before  the  masts  can  be  lowered  lower  than  the 
sheaves  in  the  top-gallant  mast  heads.  A  few  hands  should  be 
stationed  to  round  down  on  the  standing  parts  of  the  yard 
ropes,  as  soon  as  the  yards  are  on  deck,  and  when  the  end  ap- 


33 

proaclies  the  sheave  hole,  the  men  aloft  unrecve  it,  and  keep  it 
at  the  topmast  head. 

Having  made  preparations,  make  the  -signal,  and  call  "  all 
hands  down  top-gallant  masts  and  yards  "  five  or  ten  minutes 
before  sunset,  [supposing  that  the  evolution  is  to  be  performed 
at  that  time.]  Send  the  men  aloft ;  beat  the  call ;  swaj  up 
and  out  fids,  as  before.  At  the  third  roll,  sway  and  lower  away. 
Lower  the  yards  on  deck,  and  the  top-gallant  masts  as  far  as 
the  sheaves.  As  soon  as  the  yard  ropes  arc  unrove,  lower  away 
the  masts. 

Haul  down  the  signal  at  the  third  roll. 

The  evolution  cannot  be  made  a  successful  one,  unless  marks 
have  been  previously  put  on  the  mast  ropes  and  yard  ropes,  and 
careful  hands  stationed  at  them  to  lower,  &c. 

There  should  be  no  "sinmna;  out"  from  aloft. 

If  jack  blocks  are  used,  sway  the  yards  at  the  third  roll,  and 
lower  away  all  together. 

Question.  What  preparations  are  necessary  ? 
Q.   Station  the  men. 

Q.  Give  the  "commands"  in  succession. 
Q.  How  are  jack  blocks  fitted,  if  used  ? 
Q.  What  is  the  difference  between  "striking"  and  "hous- 
ing" top-gallant  masts  ? 


TO    SEND    UP    TOP-GALLANT    MASTS,  AND  LOOSE 

SAILS. 

Having  made  preparations,  make  the  signal,  and  call  "all 
hands  up  top-gallant  masts  and  loose  sails  at  five  minutes  before 
the  colors  are  to  be  hoisted.  Beat  the  call,  sway  aloft,  an  I  send 
the  sail  loosers  aloft  together,  (having  previously  sent  the  top- 
men  up  to  receive  the  Aiasts.)  At  the  third  roll,  launch  and  let 
fall,  hauling  up  the  buntlines,  &c.,  as  before  described. 

The  sails  are  furled  when  dry,  and  the  masts  gent  down  at 
sunset.  The  words  of  command  in  sending  the  masts  up,  and 
loosing,  would  be,  in  succession;  3Ian  the  yard  ropes;  aloft 
topmen  ;  sway  ^^  up  and  down.''  Beat  the  call;  sway  aloft ; 
aloft,  sail  loosers.  Man  the.  loom  tricing  lines  ;  trice  up  ;  lay 
out ;  loose.;  man  the  clew  jigger's  and  buntlines,  (or  other  ne- 
cessary gear,  if  to  haul  out  by  the  bowlines.)  Stand  by  to 
launch  and  let  fall  at  the  third  roll.  Roll  off ;  standby; 
launch ;  let  fall ;  haul  up,  lay  in  ;  and  when  the  masts  are 
stayed  and  rigging  set  up :  lay  doivn  from  aloft. 


3S 

The  loosers  [of  the  xourses  and  fovc-and-aft  sails  lay  dow; 
as  soon  as  the  sails  are  loosed. 


TO    SEND  UP    TOP-GALLANT    MASTS  AND  YARDS, 
AND  LOOSE  SAILS. 

In  performing  this  evolution,  the   same   routine   is  observed. 
The  yai-ds  are  crossed  and  sails  loosed  at  the  third  roll. 
Question.  "What  preparations  are  necessary? 
(^   Give  the  "  commands,"  in  succession. 


TO  MEND  SAILS. 

*'  Mending  sails"  is  furling  them  afresh.  To  do  this  proper- 
ly, the  sails  should  be  let  fall,  the  buntlines  hauled  up,  and  the 
leeches,  &c.,  passed  in  afresh  The  clewlines  arc  not  started. 
Having  made  signal  five  minutes  before,  and  called  "all  hands 
mend  sails,"  beat  the  call,  and  send  the  men  aloft,  as  in  furling 
sails.  When  the  men  are  up  to  the  yards,  command  :  trice  up, 
layout  and  loose  ;  man  the  buntlines;  roll  ojf.  At  the  third 
roll :  let  fall — haiil  up.  When  the  men  are  ready  :  Furl  away; 
stand  by  the  booms ;  lay  in ;  down  booms ;  lay  dovjn  frovi 
aloft.  Haul  taut  the  gear,  square'yards,  &c.,  &c.,  as  in  "furling 
sails." 

What  is  the  object  in  mending  sails  ? 


HOISTING  IN  AND  OUT  BOATS. 

Having  directed  the  boatswain  to  call  "all  hands  out  boutt;," 
the  order  is  given  to  clear  atvay  the  boats,  and,  the  topmcn 
being  ready  :  Aloft  topmen.  The  boom-cover  is  thrown  back, 
and  everything  not  belonging  to  the  boats  thrown  out  and  laid 
in  the  gangways,  and  the  yard  and  stay  tackles  prepared  for 
going  aloft.  The  men  aloft  overhaul  the  burtons  and  prepar- 
the  whips,  and  when  ready:  Lay  out — send  down  whips — hooK 
the  burtons.  As  soon  as  the  whips  are  sent  down,  the  yani 
.  tackles  and  triatic  stay  are  ber.t  on.  3fan  the  -whips  and  por: 
fore  brace — trice  up — brace  in  the  fore  yard.  As  soon  as  th. 
yard  is  braced  in,  and  tackles  hooked,  haul  taut  the  lifts,  bruccft. 
burtons,  trusses  and  rolling  tackles,  and  "hook  on"  the  uppc  • 
boat.  Ma7i  the  stays,  haul  taut,  walk  away.  When  the  boat  > 
high  enough:    Turn  with  the  stays,  man  the  yards,  walk  away  — 


34 

ease  away  the  stays ;  and  when  tlie  boat  is  clear  of  the  ship'rf  ' 
rail :   Turn  with  the  yards — lower  awcf^.     The  boat  is  lowered 
in  the  water,  the  tackles  unhooked  and  rounded  up.  The  launch 
is  hoisted  out  in  the  same  manner. 

To  send  down  the  tackles,  command :  Lay  out — unhook 
tackles  and  burtons — man  the  starboard  fore  brace.  When 
ready:  Loiver  away — square  the  fore^yard — take  off  the  whips. 
The  tackles  and  triatic  stay  are  lowered,  made  xap  and  stowed 
away;  the  burtons  rounded  up  and  whips  coiled  away  in  the 
tops.  As  soon  as  the  work  aloft  is  done :  Lay  douni  from 
aloft. 

The  booms  are  now  re-stowed,  rigging  flemished  down,  decks 
swept  and  yards  squared.  •     . 

The  boats  are  hoisted  in  by  similar  means  and  orders. 

What  yard  tackles  are  used  for  hoisting  out  and  in  boats  ? 
When  are  the  burtons  hooked  't 
How  are  they  rove  ? 
How  and  where  arc  the  whips  put  on  ? 
What  is  the  triatic  stay,  and  how  fitted "' 
How  bend    on    the  whips    for   tricing   up  and  hooking  tin? 
tackles  ? 

How  many  men  are  hoisted  out  in  the  boats  'i 
How  are  the  boats  stowed  ? 
Why  are  the  burtons  hooked? 
How  do  you  secure  the  yjwrds  ? 
Why  is  the  fore  yard  braced  in  ? 
Is  the  main  yard  braced  ? 
What  is  a  winding  tackle  ? 

What  precautionary  command  would  you  give  before  bracing 
fore  yard  ? 

What  is  stowed  in  the  boats  ? 

On  which  side  is  the  boat  supposed  to  be   hoisted  out  in  the 
above  article  ? 

Give  the  commands  for  taking  in  the  Ilaunch,  and  the  entir? 
routine. 

How  would  you  divide  the  men  at  the  falls  ? 
Does  the  main  yard  require  as  much  support  in  hoisting  out 
a  launch  as  in  taking  in  a  32-pdr.  gun  of  63  cwt.? 
What  is  about  the  weight  of  a  frigate's  launch? 
How  would  you  hoist  out  a  boat  at  sea  ? 
What  is  the  windlass,  usually  put  in  our  launches,  to  be  used 
for? 

How  are  the  boats  secured  for  sea  ? 


3r» 

ji 

! 

BENDING  AND   UNBENDING  SAILS. 

Before  calling  "all  hands  to  bend  sails,"  the  men  are  sent 
aloft  to  prepare  for  the  evolutions — yard  ■whips  put  on,  ge;u 
overhauled,  jib  stay  unrove,  gaffs  lowered,  (if  necessary,)  &;c., 
and  the  sails  gotten  up  and  stretched  along  the  deck.  Wheu 
everything  is  prepared,  and  men  sent  down  from  aloft,  the 
Boatswain  is  directed  to  "call  all  hands  bend  sails" — 3Ian  th^ 
snil  burtons — Aloft  topmen — Sway  aloft  the  topsails.  The  top- 
sails are  swayed  up  to  the  yards,  and  the  men  aloft  bend  thf 
gear.  Tlic  jib  stay  is  rove  through  the  hanks  and  marry in_:^' 
line  manned,  the  ;zear  of  the  courses  bent  and  manned,  and  th;.- 
spanker  bent  to  the  gaff,  and  throat  and  peak  halliards  manned. 
When  all  ready :  Aloft  lower  yardmen — trice  up  the  booms — 
haul  taut — sway  up  and  haul  out — lay  out  and  bring  to.  The 
jib  stay  is  run  out,  gaffs  hoisted,  and  square  sails  hauled  out  to- 
gether. As  soon  as  the  sails  are  bent,  command  :  Lay  in — 
djivn  from  ah  ft  ;  unless  it  is  intended  to  furl. 

The  yard  whips  are  taken  off,  jib  stay  setup,  &c. 

To  unbend  sails,  direct  the  Boatswain  to  call  "all  hands  un- 
bend sails" — Aloft  topmen — Aloft  lower  yardmen — man  the 
boom  tricing  lines — trice  up — lay  out  and  unbend.  The  men 
lay  out  on  the  jib-boom  at  the  same  time,  and  prepare  the  jib 
for  coming  in.  The  halliards  and  jib  downhaul  are  manned,  the 
gtar  of  topsails  and  coursers  tended,  and  hands  by  the  gaff 
halliards.  »  When  the  men  aloit  are  ready — earings  sinoflod, 
iScc. — Ease  away — lower  away.  The  jib  comes  in  and  gaffs 
down  as  the  square  sails  are  lowered.  The  men  aloft  make  up 
the  gaskets,  kc.  Lay  in — doum  bootns — lay  down  fr"?n  aloft. 
The  jib  stay  is  set  up  again,  gaffs  hoisted,  sails  made  up  and 
stowed  in  the  sail-room,  rigging  hauled  taut,  decks  swept,  kc. 

How  do  you  make  up  a  jib  ? 
How  make  up  a  course  ? 
How  make  up  a  topsail? 
How  make  up  a  spanker  li' 

Bend  and  unbend  a  jib,  a  topsail,  a  course  and  a  spanker. 
What  is  a  marrying  line  ? 
Suppose  a  jib  is  laced,  how  bend  it  ? 

What  arc  the   sail   burtons,  and  where  are   they  hooked  in 
bending  and  unbending  the  topsails  ? 
How  is  the  fall  of  the  sail  burton  rove  ? 
What  is  a  roband  ?  and  how  passed  ? 
Why  are  the  topsails  swayed  aloft  first  ? 


36 

Wliat  gear  would  3'ou  man  bed  in  swaying  up  a  course? 
.    Where  are  the  yard  whips  hooked  ? 

How  bend  a  spanker  which  travels  on  the  gaflf  ? 

Name  the  different  parts  of  a  sail. 

How  tell  a  foresail  from  a  raainsail  ? 

How  tell  the  top  of  a  sail  from  the  bottom  ?  the  forward  from 
the  after  side? 

How  arc  the  top-gallant  sails,  royals  and  flying  jib  bent? 

Mention  all  the  gear  of  a  jib,  topsail,  course  and  jib. 

You  are  in  charge  of  the  deck,  and  are  ordered  to  shift  the 
main  topsail — give  the  commands  in  succession. . 

How  are  studding  sails  bent,  and  where  are  they  kept? 

You  arc  in  charge  of  the  deck,  and  are  ordered  to  reeve  stud- 
ding gear  and  get  the  tojvgallant  studding  sails  in  the  tops — 
give  the  commands  in  succession. 

The  top-gallant  yards  are  crossed,  and  you  are  ordered  to  un- 
bend the  main  top-gallant  sail — how  would  you  do  it? 

The  royal  yards  are  across  and  you  wish  to  unbend  the  maia 
royal — how  would  you  do  it  ? 

BOAT  SERVICE. 

The  officer  of  the  deck  wishing  to  send  away  a  boat,  direct^ 
the  bugler,  or  Boatswain's  mate,  to  "call  her  away."  The 
Midshipman  of  the  quarter  deck  sees  the  boat  manned,  and  calls 
one  of  the  Midshipmen  of  the  "  boat  duty,"  or  "relief,"  to  go 
in  her.  The  Midshipman  called  makes  his  appearance,  neafly 
dressed  in  uniform  and  with  his  side  arms,  and  reports  to  the  officer 
of  the  deck  for  orders ;  having  received  them,  he  gets  in  the 
boat  and  commands  :  Up  oars — shove  off — let  fall — give  way. 
If  he  wishes  to  turn  the  boat — say,  to  starboard — he  commands : 
Back  your  starhoard  oars — give  way  your  port  earn. 

After  having  shoved  off,  he  should  see  that  the  fenders  arc 
taken  in  and  that  the  painter  is  not  trailing  overboard.  The 
bowmen  should,  after  having  shoved  the  boat  off,  resume  their 
seats,  get  up  their  oars  and  let  them  fall  together,  without  orders. 

In  pulling  ashore,  attention  must  be  paid  to  the  set  of  the  tide. 

Meeting  another  boat,  and  wishing  to  salute,  command: 
Stand  by  to  lay  on  your  oars — (or,  toss  your  (ars^  as  the  case 
may  be):  Oars,  (or  Toss,)  and  having  passed.  Give  way.  Upon 
approaching  your  place  of  destination,  command :  In  bows — ivay 
enough.  At  the  command  "in  bows,"  the  bowmen  take  one 
stroke  and  toss  their  oars ;  they  should  then  stand  upright  in  the 
bows  of  the  boat,  with  their  boat-hooks  held  in  both  hands  and 
heels  resting  on  the  thwart.     At  the  command,  "  Way  enongb." 


37 

the  men  take  one  .stroke  and  toss.  The  starboard  stroke  oars- 
man shouhl  throw  up  his  right  arm  just  before  tossing,  as  :\ 
signal.  The  fenders  are  thrown  out  as  soon  as  the  oars  are 
boated. 

When  a  Midshipman  goes  alongside  his  own,  or  any  other 
ship,  he  should  leport  at  once  to  the  officer  of  the  deck. 

IIow  are  the  commands:  "  lay  on  your  oars,"  "toss  your 
oars,"  "trail  oars,"  "  boat  your  oars,"  and  "lock  your  oars," 
executed  ? 

What  is  feathering  an  oar? 

Name  the  different  parts  of  an  oar. 

How  would  you  muffle  an  oar  ? 

AVhat  salutes  are  to  be  observed  by  boats  passing?  [Navy 
Regulations.] 

if  a  junior  overtakes  liis  superior  officer,  should  he  pass  him? 

Do  launches  or  heavily  laden  boats  salute  ? 

How  would  you  salute  a  Commodore,  your  boat  being  under 
sail? 

You  are  in  a  boat  under  sail — say,  two  lugs,  jib  and  jigger — 
it  comes  on  to  blow ;  how  would  you  shorten  sail  ? 

How  heave  a  boat  to,  in  moderate  weather  ?  in  a  gale? 

How  tack  a  boat  ? 

How  wear?  ^ 

How  is  a  lug  sail  dipped  ? 

How  land  in  a  surf  ? 

How  cross  a  bar  ? 

How  is  a 'boat  fitted  out  for  distant  service?  [Ordnance 
Manual.] 

"When  a  boat  comes  alongside,  what  salute  do  the  boat-keepers 
pay  ? 

How  do  you  weigh  an  anchor  with  the  launch? 

MILITARY  HONORS  AND  CEREMONIES. 

The  Navy  Regulations  say,  that  "  when  the  President  of  the 
Confederate  States  shall  visit  a  vessel  of  the  Navy,  he  shall  be 
received  upon  the  deck  by  all  the  officers,  in  full  uniform  ;  the 
yards  shall  be  manned ;  the  full  guard  shall  be  paraded,  and 
shall  present  arms  ;  the  music  shall  give  three  ruffles  of  the 
drum  and  play  a  march,  and  a  salute  of  twenty-one  guns  shall 
be  fired.  And  the  same  honors  shall  be  paid  when  he  leaves  the 
ship," — also,  the  Confederate  Ensign  shall  be  displayed  at  the 
main. 

Having  been  notified  of  the  intended  visit,  the  officer  of  the 
deck  will  get  the  life  lines  on  the  yards,  (sending  the  men  aloft, 
together,  for  that  purpose,)  and  have  them  stopped  down  to  the 


as 

eyes  of  the  lifts.  He  should  assure  himself  that  they  are 
securely  bent,  or  hitched,  to  the  lifts,  and  prepared  for  hauling 
out,  as  the  lives  of  the  men  depend  upon  it.  It  is  usual  to  select 
and  station  the  men  for  the  different  yards. 

The  Signal  Quartermaster  has  the  ensign  bent  on  and  stations 
men  at  the  halliards.  The  Executive  officer  gives  the  orders 
about  officers  being  in  full  dress,  the  guard  and  music,  and  also 
the  salute. 

When  the  boat  containing  the  President  heaves  in  sight,  the 
officer  of  the  deck  will  drop  the  boats,  notify  the  Commanding 
and  Executive  officers,  direct  the  Boatswain  to  "call  all  hands 
man  yards,"  call  the  officers,  turn  out  the  guard,  and  have  the 
side  tended  by  the  Boatswain  and  eight  side  boys.  He  should 
notify  the  men,  before  sending  them  aloft,  that  they  arc  to  lay 
out  at  the  first  gun  and  in  at  the  last,  and  that  those  on  the 
inizen  yards  are  to  face  forward  ;  the  others  aft ;  also,  that  the 
life  lines  are  not  to  be  taken  off.  Just  before  the  boat  gets 
alongside  :  Aloft'  top-gallant  yardmen — aloft  topmen — Aloft 
Joiver  yardmen.  If  the  head  and  spanker  booms  are  to  be 
manned,  the  men  stand  in  readiness  to  lay  out  with  the  yard- 
men. The  ensign  is  rounded  up,  and  the  Quartermaster  directed 
to  break  the  stops  at  the  first  gun,  and  to  haul  down  the  pendant. 
The  men  aloft  m3st  keep  close  in  to  the   slings   of  the   yard. 

As  the  President  is  "  piped  over,"  the  drums  roll,  marines 
present  arms,  and  music  plays.  As  soon  as  the  boat  drops 
astern,  the  Executive  officer  commences  firing  the  salute.  At  the 
tirst  gun :  Lay  out — break  stops,  and  at  the  last :  Lay  in — lay 
down  from  aloft. 

When  the  President  leaves,  the  officers  are  called,  guard  turned 
out,  side  tended,  &c.  The  officer  in  charge  of  the  boat  should 
be  directed  to  pull  ahead  of  the  ship.  The  men  are  sent  aloft 
with  directions  to  face  forward,  after  the  boat  has  shoved  off. 
When  the  boat  is  clear  of  the  ship,  the  salute  is  fired.  At  the 
first  gun  :  Lay  out,  and  at  the  last:  Lay  in — '^ff  Ufa  lines — lay 
down  from  ahft.  The  ensign  is  haukxl  down  and  stops  of  pen- 
dant broken  at  the  last  gun. 

Haul  up  tVie  boats,  square  the  lower  booms  (if  they  have  been 
topped  up,)  &c.,  &c. 

The  officer  in  command  of  the  boat  (a  Lieutenant)  will  lay  on 
his  oars  while  the  salute  is  being  fired.  In  taking  off  the  life 
lines,  the  men  stationed  for  so  doing  must  be  cautioned  not  to 
''  start  anything"  until  the  men  are  off  the  yards.  After  the 
salute  is  fired,  the  Marine  officer  is  directed  to  "  dismiss  the 
guard." 

How  are  the  "life  lines"  gotten  on  the  yards? 


39 

How  instruct  the  men  to  stand  securely  on  the  yards? 

How  is  a  salute  fired  ? 

-What  precautions  are  to  be  taken  before  firing  ?     [Ordnance 
Manual.] 

Why  "stop  the  life  lines  down  to  the  eyes  of  the  lifts"  ? 

How  is  the  Vice  President  received?  an  ex-President?  an 
<'X" Vice  President ?  a  Foreign  Sovereign?  a  Cabinet  Officer?  a 
Judge  of  the  Supreme  Court  ?  a  Governor  ?  a  Flag  Officer  ?  a 
Captain  ?  a  Commander  ?  a  Lieutenant  Commanding  ?  a  Lieu- 
tenant? a  Warrant  Officer? 

What  is  the  salute  of  an  Admiral?  a  port  Admiral?  a  Flag 
Officer?  a  Captain?  a  Commander?  persons  of  diplomatic 
rank  ?     [Navy  Regulatiohs,  pages  32  et  seq.'\ 

What  powder  and  what  charge  of  powder,  is  to  be  used  in 
saluting  ? 

How  is  the  absence  of  a  Flag  Officer,  or  a  Commanding 
Officer  indicated  at  night? 

What  are  tlie  Ceremonies  to  be  observed  at  the  Gangway  ? 
[Navy  Keg.,  p.  45.] 

Ts  it  usual  to  keep  the  marines  on  deck  in  port? 

How  would  you  prepare  for  a  salute — say,  to  an  English 
Consul  ? 

You  are  in  company  with  an  English  fleet,  on  the  Queens 
birthday ;  what  flags  would  you  hoist  ? 

How  is  a  ship  dressed? 

You  being  in  charge  of  the  deck,  how  and  when  would  you 
hoist  and  hall  down  the  flags  in  dressing  ship  ? 

What  is  the  general  definition  of  a  "life  line"? 

You  arc  "cheered"  by  a  passing  vessel  and  wish  to  return  it; 
give  the  orders. 

When  is  it  usual  to  "  cheer  ship"  ? 

How  are  officers  received  at  night? 

You  are  in  charge  of  a  boat  containing  an  officer,  who  is 
"'cheered,"  what  will  you  do? 

What  is  the  order  about  the  hour  of  hoisting  the  colors  and 
beating  the  tattoo  ? 

Would  you  ever  use  a  National  Ensign  for  dressing  a  ladder  ? 

HOISTING  IN  PROVISIONS,  WATER,  &c. 

The  launch  being  nearly  alongside,  with  a  load  of  provisions, 
call  all  hands  "clear  launch" — Aloft  top-keepers — (of  the  Main 
top  only) — Send  down  whips.  The  water  whip  and  stay  are 
bent  on,  and  a  burton  hooked  to  support  main  yard  if  neces- 
sary.    3Ian  th<>.  whips — Starboard  main  brace — trice  vp — brace 


40 

up  main  yard.  The  yard  and  stay  tackles  are  triced  up  and 
hooked,  and  the  main  yard  braced  a  little  up  and  secured.  A 
mat  is  placed  in  the  gangway  to  Iniid  the  barrels,  "which  are  to 
be  landed  and  struck  down  the  fore  hatch ;  the  fife  is  in  readi- 
ness to  p^ay  ;  the  Pay  Master's  Steward  to  take  an  aecouni  of 
the  provisions  received ;  a  tarpaulin  is  put  over  the  port-ham- 
tnock  nettings  for  the  Boatswain's  mate  to  stand  on  while 
attending  to  the  discharging  the  boat ;  the  Mate  of  the  hold  is 
notified  to  prepare  to  receive  provisions ;  and  the  mates  of  the 
lower  deck*  have  hanging  mats  hung  in  the  hatches,  and  men 
stationed  to  guide  the  barrels,  &c.,  down  clear,  ladders  unship- 
ped, &c.  ;  the  forecastlemen  go  in  the  boat  to  sling  provisions, 
the  foretopmen  tend  in  the  port  gangway  to  roll  the  barrels  for- 
ward, placing  mats  in  the  gangway  to  prevent  soiling  tlie  deck  ; 
the  mamtopmen  man  the  stay,  the  afterguard  and  mizentopmen 
the  yard  tackle  ;  the  mainmastmen  unhook  the  tackles  when  the 
barrels  are  landed.  The  Master's  Mate  of  the  forecastle  super- 
intends the  whole. 

As  each  barrel  (or  barrels)  is  hooked  on,  the  Officer  of  the 
deck  commands :  Haul  taut — walh  away  with  the  yard — haul 
over  the  stay — loiver  away — round  up  and  hoolc  on. 

When  the  launch  is  cleared,  if  it  is  not  intended  to  send 
down  the  "yard  and  stay,"  they  are  hooked  to  an  eyebolt  in 
the  main  channels  and  hauled  taut;  otherwise  command:  Aloft, 
and  stand  hy  to  send  down  the  yard  and  stay — lay  out  and 
unhoolc — (taking  off  burton  at  the  same  time) — man  the  port 
'Main  brace  ;  when  ready  :  Lower  away — square  the  main  yard. 
Take  off  the  whips.  As  soon  as  the  whips  are  coiled  away : 
Lay  down  from  aloft. 

After  all  work  the  rigging  is  flemished  do-wn  and  decks  swept- 
This  rule  is  general. 

Where  is  the  yard  tackle  hooked  t 
Where  is  the  "stay"  hooked? 
What  is  the  water  whip  ? 
Why  is  the  main  yard  braced  a  little  np? 
What  provisions  are  stowed  forward  ? 
How  would  you  strike  barrels  down  the  fore  hatch  ? 
What  is  a  "beef"  tackle? 
How  do  you  sling  a  barrel  ? 
What  is  the  Aveight  of  a  barrel  of  bread  ? 
Where  and  how  is  bread  stowed  ? 
How  is  the  bread-room  lined  ? 
How  cleaned  to  receive  new  bread  ? 

Would  you  stow  good  and  bad  bread  in  the  same  bread-roosa* 
in  bulk  ? 


41 

What  is  the  weight  of  a  barrel  of  beef  or  pork  f 

Where  is  it  stowed  ? 

Where  is  whiskey  stowed  V  mohisses  ?  vinegar?  beans?  rice? 
flour?  sugar?  coffee?  tea?  butter?  cheese?  oil?  paints?  can- 
dles? Boatswain's  stores?  Gunner's  stores?  Master's  stores? 
Pay-Master's  stores  ?  Carpenter's  stores  ?  Sail-Maker's  stores  ? 
burgeon's  stores?  Mess  stores  ? 

What  is  the  difteronoe  between  "wot  and  dry  provisions"? 

How  do  you  "  start"  whiskey? 

What  arrangements  make  and  precautions  adopt  ? 

Tn  starting  molasses,  vinegar  and  wliiskey  through  the  same 
hose,  which  would  you  start  first?  and  which  last? 

What  is  meant  by  "making  a  bull"'  of  a  barrel? 

How  do  you  rig. a  "starting  tub"'  ? 

How  is  water  taken  aboard? 

Where  is  it  put? 

What  is  the  allowance  of  water,  per  man,  a  day  ? 

What  is  a  scuttle-butt? 

Why  is  a  sentry  stationed  there  ? 

How  would  you  raft  off  water  casks  ? 

How  is  wood  taken  in,  and  where  stowed  ? 

Why  are  the  sticks  counted  ? 

Why  is  the  wood  barked? 

Why  do  you  bark  the  hoops  of  beef  aud  pork  barrels  before 
8towing  ? 

How  is  sand  taken  in,  and  where  stowed  ? 

How  is  coal  taken  in,  and  where  stowed? 

What  preparations  make  for  coaling  ship? 

What  do  you  do  with  the  boats  while  coaling  ? 

How  do  you  stow  the  hold  ? 

How  stow  the  spirit-room? 

SERVING  OUT  PROVISIONS,  CLOTHING,  SMALL 
STORES,  &c.     INSTRUCTIONS  ON 

What  is  the  call  for  serving  out  provisions  ? 

Who  attends? 

What  does  the  Navy  Ration  consist  of? 

If  the  crew  wish  to  complain  of  any  part  of  the  ration,  how 
should  they  do  it  ? 

If  the  Pay-Master  receives  bad  bread  or  beef,  what  does  ho 
do? 

W^hat  is  a  "harness  cask,"  and  what  is  it  used  for? 

How  is  the  ration  cooked  ? 

How  is  a  galley  inspected  ? 


42 

Who  is  the  Jack  of  the  Dust  ? 
Who  is  the  Loblolly  boy  ? 
Who  is  the  Jemmy  Ducks  ? 
JIow  are  the  small  stores  issued  ? 
What  are  called  small  stores  ? 

What  are  the  Mess  Bills,  and  who  makes  them  out  ? 
Why  should  an  officer  attend  at  all  issues  to  the  men? 
What  are  clothes'  lists  and  Requisitions? 
What  is  the  object  of  making  out  clothes'  lists  ? 
What  is  the  duty  of  an  officer  commanding  a  division,  in  rela- 
tion to  the  clothing  of  his  men? 

How  often  are  clothes'  lists  and  requisitions  made  out? 
How  is  clothing  issued  ? 
Who  attends  ? 
What  are  "Slops"? 


3?ait  III. 
EVOLUTIONS. 


No'e — Tlie  Siuilcnt  ninst  bo   pr!pared  to   illustrate   eveiy  evolution  ly  a 
Diagram. 


TACKING. 

1.  By  the  wind  on  starboard  tack,  under  all  plain  sail, 
(viz:  Royals  and  flyinu  jib,  mainsail  and  spanker,) 
tack  ship;  moderate  breeze  and  smooth  sea. 

The  officer  of  the  deck  commands:  (1.)  Readii  about. 

At  this  command  the  men  repair  to  their  stations,  as  assigned 
them  bj  the  Station  Bill.  The  Mate  of  the  forecastle  sees 
hands  by  the  head  sheets  and  bowlines,  by  the  fore  tack  and 
sheet,  men  on  head  booms  to  light  over  sheets,  lee  fore  tack  and 
weather  sheet  stretched  along,  hands  to  let  go  and  overhaul  fore 
lifts  trusses  and  rolling  tackles — also,  to  overhaul  and  set  up 
breast  backstavs,  hands  aloft  to  bear  abaft  and  abreast  back- 
stays, and  to  overhaul  lifts  and  trusses  aloft,  both  fore  clew 
gaskets  manned,  also  lee  main  tack,  and  finally,  hands  by  main 
tack  and  all  the  main  bowlines. 

The  Midshipman  of  the  quart%i'-deck  will  see  weather  main 
and  lee  cross-jack  braces,  main  clew  garnets  and  weather  main 
sheet  manned,  hands  by  lee  main  braces,  main  sheet,  and 
weather  cross-jack  braces  and  bowlines ;  at  mainmast,  to  ovo- 
haul  main  lifts,  trusses  and  rolling  tackles,  and  tend  head 
braces;  hands  to  overhaul  and  set  up  main  and  mizen  topmast 
breast  backstays,  weather  spanker  sheet  manned,  and  lee  one 
and  vangs  tended,  also  the  topping  lifts ;  and  finally,  men  aloft 
to  bear  abaft  and  abreast  backstays,  and  overhaul  lifts  an<l 
trusses. 

The  men  being  at  their  stations,  the  ofl!icer  of  the  deck  com- 
m.ands :  (2.)  Heady,  ready,  and  directs  the  helmsman  to  ease 
down  the  helm,  at  the  same  time  hauling  the  spanker  boom 
amidships  ;  when  {lie  helm  is  down,  he  commands:  (3.)  Helm's 
a-lce,  on  which  the  head  sheets  arc  let  go  and  overhauled  ;  when 
the  wind  is  well  out  of  the  mainsail,  (4.)  Rise  tacks  and  sheets, 
(keeping  fast  fore  tack,)  and  immediately  after,  (5.)  Overhaul  lifts 


44 

■J nd  trusses — bear  abaft  breast  backstays  ;  the  main  tack  and 
dheet  being  raiseil,  the  lee  main  tack  is  shortened  in ;  when  the 
wind  is  ahead,  or  a  point  on  the  weather  bow  [observing  that 
the  weather  lerch  of  the  main  topsail  is  well  aback  ;  or  at  night, 
waiting  for  the  spanker  to  flap.]  (6.)  Haul  well  taut — Main- 
sail haul;  the  after  yards  are  swung,  main  tack  got  down, 
vards  braced  up  and  sheet  hauled  aft.  Now  shift  over  head 
sheets,  rise  fore  tack,  pull  up  weather  spanker  boom  topping  lift 
and  bear  boom  over  to  leeward.  (7.)  Head  Braces;  the  Mate 
o*'  forecastle  will  man  fore  tack  and  sheet  and  head  bowlines, 
and  haul  aft  head  sheets ;  when  the  aft  sails  are  nearly  full, 
(8.)  Haul  taut — Let  go  and  haul.  The  head  yards  are  braced 
sharp  up  and  tack  got  down.  Right  the  helm  when  she  has 
fallen  off  sufficiently  far,  or  a  little  before,  (supposing  her  to 
have  kept  her  headway.)  If  she  gathers  sternboard  while  in 
stays,  right  the  helm  and  shift  it  over. 

Finally,  get  the  tacks  w^ll  down,  brace  up  sharp,  trim  all  the 
sheets,  haul  taut  weather  braces,  lifts,  trusses  and  rolling  tackles, 
set  up  backstays,  haul  the  bowlines  and  coil  down  the  rigging. 

Question.  Suppose  you  are  hauling  the  head  yards  rather 
late,  and  the  ship  is  well  off  the  wind  on  the  other  or  new  tack ; 
how  proceed  ? 

Q.  You  are  hauling  the  head  yards  too  soon,  and  the  ship 
flies  to  ;  how  proceed  ? 

Illustrate  the  Evolution  bv  a  Diagram. 


z.  Under  all  plain  sail  on^btarboard  tack,  tack  ship;  the 

WIND  BEING  VERY  LIGHT  AND  SHIP'S  STAYING  DOUBTFUL. 

In  this  case  the  ship  will  lose  her  headway,  and  must  be  tacked 
with  sternboard.  Man  the  head  downhauls  and  proceed  as 
before,  except  that  as  the  helm  is  put  down,  the  lee  head  braces 
will  be  checked  and  bowlines  let  go — bracing  the  topsail  and 
upper  yards  a  little  in.  At  the  order,  Helms  a-lee,  haul  down 
head  sails  ;  brace  up  the  head  yards  again  as  she  comes  to. 
Haul  mainsail  when  the  wind  is  a  little  on  the  lee  bow,  and  as 
she  will  now  probably  lose  her  headway,  right  the  helm,  and 
shift  it  over  as  she  gathers  sternboard.  Hoist  head  sails,  and 
keep  the  weather  sheets  aft,  afterwards  proceed  as  before. 

Note. — Tf  it  is  probable  that  the  ship  will  not  lo.e  her  headway,  do  not  cheek 
the  lee  liead  braces;  nor  trim  aft  the  weather  liead  slieets  after  hoisting  them 
again,  unless  she  is  absolutely  going  astern  at  that  time. 


46 

Question.  Having  raised  tacks  and  sheets,  she  falls  n^" 
again  ;  how  proceed  for  anothei^trial  r 

Q.  Why  does  a  ship  generally  carry  a  slack  or  lee  helm  as  the 
wind  falls  light  ? 

Q.  Why  does  she  carry  it  more  a-wcather  as  the  wind 
freshens? 

Explain  the  action  of  the  rudder. 

3.  To   TACK;    UNDER    DOUBLE    RELTED   TOPSAILS,  COURSES    ASI. 

JIB — (sea  on  weather  bow.) 

Proceed  as  in  the  preceding  case.  The  helm  must  be  righted 
the  moment  the  headway  ceases  to  avoid  injury  to  the  rudder 
pintles ;  if  there  be  much  sea,  do  not  put  it  more  than  half 
down  in  .«tornboard,  and  caution  the  men  at  the  wheel  to  '*  hold 
hard"  while  doing  so.  Set  the  spanker  before  putting  the  helm 
down,  and  do  not  check  the  lee  head  braces  if  there  is  anv 
probability  of  her  preserving  her  headway  long  enough  not  to 
require  it. 

Question.  Having  swung  the  main  yard  in  stays,  she  refufjce 
to  go  cither  way,  or  is  'Mn  iions;"  how  proceed? 

Q.  Why  not  shorten  in  lee  fore  tack  as  well  as  the  main  ? 

Q.  Why  docs  the  ship  heel  more  when  the  sails  first  fill,  after 
stays  ? 

Q.  In  tacking,  a  lee  top-gallant  brace  jambs;  what  do? 

WEARING. 

4.  By  the  wind  on  starboard  tack,  under  all  .lain  hajl, 

wear  ship — wind  very  light. 

The  officer  of  the  deck  commands:  Stand  by  to  wear  ship — 
31an  the  main  clew-garnets  and  brmtlincs — Spanker  brails'. 
The  stations  of  the  men  arc  pretty  much  the  same  as  in  tacking. 
The  Mate  of  the  forecastle  will  man  the  main  buntlines  with  the 
hands  stati  med  at  the  lee  main  tack  and  fore  clew-garnets.  Tli<' 
The  quarter-deck  Midshipman  will  assist  the  men  at  the  mair< 
ciew-garnets  and  spanker  brails,  with  hands  from  the  main  and 
cross-jack  braces,  (the  latter  returning  to  their  stations  after  the 
mainsail  and  spanker  are  in.)  When  manned  ;  Haul  taut — up 
mainsail — clear  away  the  outhaul — brail  up.  (It  is  not  ncceb- 
sary  to  haul  up  the  leechlines.)  Tiie  man  at  the  wheel  having 
been  directed  to  put  the  helm  up  :  Clear  aivoy  the  after  bow- 
iines — brace  in.  The  after  yard.s  are.  brace<l  in  as  the  .'-hip  falls 
oflF,  keeping  the  mizen  topsail  shivering,  but  the  main  just  fall. 
As  the  yards  come  in,  the,  lifta  and  trusses  are  attended  to,  and 


46 

tlie  iee  breast  backstays  breasted.  The  after  yards  should  be 
square  by  the  time  tlie  ship  hai^rought  the  "vvind  on  the  quarter, 
when  the  officer  of  the  deck  -will  command :  Head  Braces — and 
the  braces  being  manned :  Rise  fore  tack  and  sheet — Clear 
avwy  tlie  head  bowlines — square  the  head  yards.  The  fore  lifts 
and  trusses  ■will  be  attended  to,  and  lee  backstays  breasted  as 
the  yards  come  in.  The  head  sheets  Avill  now  be  sliifted  OA'er, 
port  fore  tack  and  starboard  sheet  led  along.  The  spanker 
boom  will  be  borne  over  on  the  starboard  quarter  andouthaul  led 
out.  The  port  main  tack  and  starboard  sheet  led  along.  Main 
braces — brace  up,  as  the  wind  draws  on  the  port  quarter.  Man 
main  tack  and  sheet — spanker  outhaul,  clear  aioay  the  rigging — 
liaul  aboard. — let  go  the  brails — haul  out.  Brace  up  after  yards 
and  trim  all  sharp.  Haul  down  flying-jib,  and  brail  up  jib,  if 
necessary,  to  bring  her  to.  When  the  wind  is  on  the  port  beam : 
Head  braces,  brace  up  head  yards — haul  forward  fore  tack  and 
head  boiolines.  Trim  sharp  forward  and  meet  her  with  the  helm 
and  head  sheets.  Haul  taut  lifts,  &c.,  and  coil  down  rigging. 
The  starboard  breast  backstays  are  borne  abaft  as  the  yards 
aj^e  braced  up. 

QuESTiOK^.  Give  the  stations  of  the  men  in  wearing. 

Q.  Why  is  the  main  topsail  kept  full? 

Q.  Suppose  you  were  stationed  at  the  mainmast,  Avhat  direc- 
tions Avould  you  give  in  reference  to  the  hauling  taut,  or  over- 
hauling of  lifts  and  trusses  ? 

Illustrate  the  Evolution  by  a  Diagram. 

T).    To  WEAR  UNDER    CL08E    REEFED  MAIN    TOPSAIL,    FORE,  MAIN 
AND  MIZEN  STORM  STAYSAILS.      (GaLE.) 

All  hands  being  called  to  wear  ship,  see  the  main  and  mizen 
storm  staysail  downhauls,  weather  main  and  lee  cross-jack  braces 
manned — and  lifts,  trusses,  rolling  tackles  and  preventer  braces, 
inarmed  and  tended.  In  a  small  ship,  it  may  be  as  well  to 
batten  down  if  the  sea  should  be  very  heavy.  Everything 
being  read^^'',  the  officer  of  the  deck  will  wait  for  a  smooth  time, 
and  as  the  sliip  is  falling,  off,  haul  down  the  mizen  storm  stay- 
sail, start  tlie  weather  main  braces,  and  put  the  helm  up.  The 
cross-jack  yards  will  be  kept  pointed  to  the  wind,  but  the  main 
topsail  will,  on  no  account,  be  lifted.  As  the  ship  falls  off",  con- 
tinue to  brace  so  as  to  have  the  after  yards,  square  by  the  time 
the  wind  is  on  the  quarter.  Haul  down  main  storm  staysail  and 
siiift  over  the  sheet,  as  well  as  that  of  the  mizen  storm  staysail. 
Right  the  helm  in  time  to  prevent  her  coming  to  on  the  other 
tack  before  you  are  prejmred  for  it.     As  the  after  yards  arc 


braced  in  the  lifts,  trusses,  &c.,  must  be  very  carefully  attended 
to.  Now  brace  round  the  head  yards  on  the  other  tack,  using 
same  precautions,  and  being  })articular  to  ease  them  up,  and  if 
the  fore  storm  staysail  is  not  fitted  with  two  sheets,  haul  it  down, 
sliift  over  the  sheet,  hoist  it  again,  and  haul  aft  tlie  sheet. 
Man  main  and  cross-jack  braces,  main  and  mizcn  storm  staysail 
halliards.  Wait  for  a  smooth  time,  ease  down  the  helm,  brace 
up  and  iioist  mizcn  storm  staysail,  and  as  the  wind  gets  well  on 
the  quarter,  hoist  main  storm  staysail.  3Iect  her  in  time. 
Do  not  brace  the  yards  too  sharp,  and  be  careful  in  tending  the 
weather  braces. 

See  everything  snug  and  pipe  down. 

Nott. — If  there  should  be  a  very  lieaVy  sea  rnnninK.  it  would  he  well  to  set 
tlie  foresail,  t-ither  whole  or  goose- winged — hauling  it  up  and  (iirliiig  it  whesi 
Itefore  the  wind. 

Question.  Why  start  tlie  weather  main  brace  just  before 
putting  the  helm  up  '. 

Q.  Why  not  shiver  the  main  topsail? 

Q.  What  is  meant  by  goose-winging  a  foresail,  and  how  is  it 
done  ? 

Q.  How  are  the  preventer  fore  and  main  and  topsail  braces 
rove  ? 

Q.  What  is  meant  by  "waiting  for  a  smooth  time"? 

Q.  What  is  meant  by  "as  she  falls  off  '  ? 

Q.  What  is  to  be  apprehended  in  wearing  in  a  heavy  gale? 

Q.  Suppose  that  after  having  gotten  the  wind  on  the  quarter, 
after  yards  square  and  just  about  to  brace  the  head  ones,  the 
sea  striking  you  on  the  quarter,  throws  you  roijnd  up  in  the 
wind  on  the  same  tack  as  before,  how  proceed  ? 

Q.  Give  the  stations  of  the  men.  and  state  e.xactly  how  the 
lifts,  &c.,  should  be  attended. 

Q.  Wear  ship — being  hove  to  under  close  reefed  main  topsail 
?\nd  main  trysail. 

♦►.  Wear  ship  in  a  stronu  breeze. 

In  a  strong  breeze,  under  double  reefs  and  courses,  a  ship 
will  sometimes  miss  stays  and  render  it  necessary  to  wear.  Or, 
the  evolution  may  be  preferred  to  tacking,  on  account  of  the 
great  strain  brought  on  the  masts  when  the  sails  are  aback,  and 
the  risk  of  carrying  away  rudder  in  case  of  rapid  sternway:  or 
it  may  be  to  save  wear  and  tear  of  sails.  Sometimes,  too,  when 
lying  "off  and  on"  a  port,  waiting  for  daylight,  to  enter, 
the  ship  being  under  topsails  and  foresail,  the  officer  of  the  dcek 


48 

may  choose  to  wear  instead  of  setting  the  mainsail  and  tacking. 
In  any  of  these  cases,  proceed  as  in  Article  4,  except  that  the 
main  topsail  may  be  skivered  at  once,  observing  to  start  the 
weather  braces  before  putting  the  helm  up.  Brace  the  after 
yards  square  and  commence  squaring  the  head  yards  by  the 
Time  the  wind  is  on  the  quarter,  so  as  not  to  be  obliged  to 
right  the  helm  when  before  the  wind.  Brace  up  aft  and  then 
forward,  as  in  Article  4,  easing  the  yards  up  as  in  Article  5. 
Right  the  helm  in  time  as  she  comes  to. 

Haul  everything  taut  and  coil  down  rigging. 

yote. — 111  wfarinfi  with  tlie  vva'cli  in  a  strong  breeze,  if  there  is  a  proba- 
KJIity  of  the  ih\\)  flying  to  very  rapidly,  either  from  the  known  (jiialities  of  ili<* 
'•hi]),  or  the  state  of  the  sea,  the  head  yards  may  be  braced  round  oji  the  otl.rr 
(ark  wl  en  before  the  wih(l.  It  must  be  observed,  however,  that  more  rli<- 
:ance  will  be  lost  to  leeward  than  if  tliey  had  been  left  square  atid  braced  up 
«f.'ir  the  wind  was  on  Ike  beam  on  the  other  tack. 

In  v^rearin;;  tagethcr,  in  fleet  sailing,  the  order  would  be  thrown  into  disorder. 
if  the  vessels  adopted  different  method.''  of  performincr  the  evolution;  t!  >• 
proper  tneihod  is  to  pt.Tforni  all  icohtiions  as  quickly  as  consistent  with  the  safety 
•  if  the  ship. 

The  ."^jjanker  and  miiinsRil  can  be  tised  at  the  discretion  of  the  officer  of  tlit? 
<leek  in  the  above  case.     The  ship  is  supposed  to  liave  good  headway. 

Question.  In  what  does  the  last  case  differ  from  Article  4  ? 

Q.  What  is  the  objection,  if  any,  to  bracing  the  after  yards 
round  in  the  other  tack,  as  soon  as  the  wind  is  aft — at  the  same 
time  letting  go  lee  head  braces  and  bowlines;  as  in  Murph}''9 
Seamanship,  page  20,  Evolutions  ? 

Q.  Under  double-reefed  topsails,  courses,  jib  and  spanker, 
'.starboard  tack,)  wear  ship — giving  the  stations  of  the  men  and 
words  of  eojmnand. 

Q.  Same  case:  In  bracing  up  the  after  yards  on  the  new  tad', 
(head  yards  being  square,)  ahe  flies  to  suddenly,  brings  the  head 
yards  aback,  and  commences  going  astern;  how  proceed?  Give 
the  words  of  command  in  succession. 

7.  Box-Uaultng. 

In  cases  where  there  is  not  room  enough  to  leeward  to  wear, 
or  where  wc  wish  to  go  round  without  fore,  reaching  much  to 
windward,  recourse  is  had  to  Box-hauling. 

The  officer  of  the  deck  commands  :  Heady  about.  The  men 
repair  to  their  stations  as  in  tacking,  except  that  the  main  clew- 
garnets  and  buntlines,  spanker  brails  and  weather  head  braces 
are  manned  in  addition. 

All  being  ready,  the  command  Helms-a-lee  is  given,  as  soon 
»s  the  helm  i.s  ordered  to  be  put  down ;  all  the  Lead  sheets  are 


49 

let  go  and  overhauled.  When  the  -wind  is  out  of  the  mainsail: 
Ilaul  taut — rue  tacks  and  sheets — up  mainmi^  and  spanker — 
brace  ahox  the  head  yards^  square  away  the  after  yards.  As 
she  will  now  get  stern  board,  keep  the  helm  as  it  is,  and  haul 
aft  the  weather  jib  sheets.  When  she  has  fallen  off  sufGcicntlv 
to  fill  tlic  after  sails,  and  begins  to  gather  wnv,  right  the  holm 
and  put  it  the  other  way. 

Brace  up  the  after  ^'ards.  set  spanker  and  mainsail,  as  the 
wind  gets  on  the  quarter ;  flow  the  head  sheets,  and,  if  necessa- 
ry, square  the  head  yards,  to  let  her  come  to.  Meet  her  with 
tlid  helm,  head  sheets,  and  braces,  if  necessary. 

Question.  By  the  wind  on  the  port  tat-k,  under  all  plain 
sail,  land  discovered  ahead  and  on  both  bows — close  aboard. 
What  do: 

Q.  By  the  wind  under  top-gallant  sails,  courses,  jib  and 
.spanker,  wind  freshens  and  ship  commences  to  gripe.  What  do  V 

Q.  What  causes  a  ship  to  gripe  ? 

Q.  By  the  wind  under  all  plain  sail,  on  starboard  tack.  Wind 
from  N.  E. — it  suddenly  shifts  to  S.  S.  W.  How  proceed,  sun- 
posing  your  course  to  be  N.  by  E.? 

Under  same  circumstances,  wind  shifts  to  East?  Ship's 
course  as  given  by  the  Captain.     Why  ? 

8.    CUAPELLIN^;. 

A^  hen  a  ship  i^  iwun  ;r.  ;.ck  by  a  change  of  wind,  or  by  hv.r 
coming  to  against  the  helm,  if  it  be  required  to  bring  her  bv 
the  Yv-ind  on  same  tack,  the  evolution  is  called  chapclling.  The 
better  plan  to  pursue  in  this  case  is  to  put  the  helm  for  stern 
board,  keep  aft  the  weather  head  sheets,  up  mainsail  and 
spanker,  and  square  the  after  yards;  afterwards,  proceed  as  in 
box-hauh'n^/. 

If  there  is  anything  to  prevent  you  from  using  the  men,  the 
evolution  may  bo  performed  by  the  use  of  the  helm,  head  and 
spanker  sheets  alone. 

Much  time  will  elapse  before  *«■-  ^h'n  is  by  t]:e  vrind  again  on 
the  tack  required. 

This  method  should  no£  be  .uivi-.tju,  UiiK's.-  in  very  light  airs, 
the  ship  should  be  caught  aback  during  Divine  service,  or  in 
ease  of  sickness  among  the  crew  rendering  it  advisable  not  to 
disturb  them. 

Question.  By  the  wind  on  starboard  tack,  under  all  plain 
sail,  taken  aback  ;  recover  her  by  sanre  tack  on  the  first  method. 
Give  all  the  orders. 

Q.  Same  case.     State  particularly  how  you  would  perform 
the  manoeuvre,  using  the  helm,  spanker  and  jib  sheets  alone. 
4 


50 

Q.  How  do  you  trim  the  yards  on  the  wind  ?  Suppose  the 
wind  freshens  ? 

Q.  In  beating  to  w^indward,  what  proportion  does  the  dis- 
taiice  gained  to  windward  bear  to  the  whole  distance  sailed? 
i^Iow  calculate  it  ?  (Supposing  the  ship  to  sail  within  six  points 
of  the  wind,  and  to  make  no  lee  way.) 

Q.  By  the  wind,  under  all  sail,  on  the  front  tack,  wind  shifts 
to  about  one  point  on  the  port  bow;  recover  the  ship  on  the 
same  tack.     Give  the  necessary  orders. 

^,  Taken  aback. 

By  the  wind  on  starboard  tack,  wind  shifts  to  port  bow. 

As  she  will  now  lie  her  course  on  the  other  tack,  the  officer  of 
the  deck  commands :  Ready  about,  in  order  to  bring  the  mem 
to  their  stations,  ami  proceeds  as  in  tacking. 

Question.  Give  t)ic  orders,  and  describe  the  above  evolution. 

Q.  Tacking  in  a  light  breeze,  all  sail  set,  the  ship  comes 
nearly  head  to  wind,  loses  her  headway,  and  commences  to  fall 
off  again  ;  you  are  ordered  to  get  her  round  on  the  other  tack 
in  the  quickest  manner  possible.     Give  the  orders  in  succession. 

Q.  Illustrate  the  above  evolutions  by  diagrams. 

Q.  By  the  wind  on  port  tack,  all  sail  set,  ship  comes  to« 
against  the  helm.     What  do  I 


WIND  HAULING  AFT. 

10.   By   the   wind  on  starboard  tack,  under  all  sail^ 
avind  hauls  aft  gradually. 

The  officer  of  the  deck  perceiving  that  the  wind  has  hauled  a 
little  aft,  (the  ship  heading  her  course,)  will  ease  a  little  of  the 
head  and  spanker  sheets  ;  also,  the  fore  and  main  sheets  ;  get  a 
pull  of  the  weather  top-gallant  and  royal  braces,  check  the  bow- 
lines fore  and  aft,  and  command  .•  Stand  by  to  set  the  top-gal- 
lant studding  sails.  The  men  aloft  will  put  jiggers  on  the 
weather  top-gallant  lifts,  and  haul  them  taut,  btnJ  the  halliards, 
man  the  tack,  get  the  boom  ready  for  going  out,  and  man  the 
out-jigger.  If  the  top-gallant  sail  is  not  steadied  by  the  bow- 
line, the  officer  of  the  deck  will  steady  it,  and  also  see  that  the 
weather  top-gallant  clewline  is  steadied  taut  and  belayed,  for  the 
man  on  the  yard  to  hold  on  by,  if  necessary.  The  halliarda 
being  manned  on  deck,  the  command  is  given  ;  Haul  taut — rig 


51 

out  and  hoist  awai/.  The  boom  is  rigged  out,  stops  cut  by  the 
man  on  the  topsail  yard,  the  tack  hauled  out,  sail  hoisted  taut 
up,  and  sheet  trimmed  down.  The  men  aloft  get  the  boom 
ready  for  coming  in,  after  securing  it  out. 

The  wind  still  hauling  aft,  [say  abeam] :  Lai/  aft  to  the 
braces — weather  maiyi  and  lee  cross-Jack  braces.  Hands  by  lee 
braces,  after  bowlines,  main  tack  and  sheet,  studded  sail  tacks 
and  sheets :  Clear  away  the  after  bowlines — brace  in.  After 
yards  being  trimmed  :  Head  braees,  clear  away  head  boivUnes — 
brace  in.  Trim  the  head  yards  by  the  main,  sir  [to  officer  of 
forecastle].  Head  yards  being  trimmed  :  Get  the  top7nast  stnd- 
ding  sail  ready  for  settiny.  The  forecastlemen  get  the  sail  out 
ready  for  setting,  the  boom  ready  for  going  out,  bend  on  the 
halliards,  kc.\  the  foretopmen  hook  the  burton,  and  overhaul 
down  the  halliards  ;  the  quarter  gunners  get  the  tack  and  boom 
brace  aft ;  the  mate  of  the  forecastle  mans  the  out-jigger,  hal- 
liards and  tack.  "When  tiie  sail  is  reported  ready,  command  : 
Haul  taut — rig  out  and  hoist  away.  When  the  sail  is  above 
the  foie  brace,  the  squilgoo  is  hauled  out,  tack  gotten  out,  and 
sail  hoisted  taut  up  ;  the  short  sheet  rove  ana  trimmed  down  ; 
the  long  slicet  and  downhaul  sent  down  on  deck ;  boom  brace 
steadied  ;  heel  lashing  passed,  kc.  The  officer  of  the  deck  must 
not  forget  the  htlm  when  liauling  out  the  tack  and  lioisting  the 
sail. 

The  wind  still  hauling  aft,  (say  on  the  quarter,)  command: 
Lay  aft  to  the  b  aces.  Brace  in  as  before,  observing  to  take  iri 
«ilack  of  tack,  boom  brace,  and  short  sheet  of  topmast  studding 
sail :  Man  the  weather  main  clew-garnet — spanker  brails — 
haiil  taut — haul  up — brail  up.  The  lee  lifts  must  now  be 
steadied,  backstays  set  up,  trusses  and  rolling  tackles  !  auled 
taut,  &c.  &c.  Get  the  lower  studding  sail  ready  for  seffinp. 
The  lower  boom  topping  lift  is  hooked  to  guys,  cut  adrift ;  tho 
outhaul  is  rove,  and  block  for  the  short  sheet  put  on  (if  not  al- 
ready on) ;  the  outer  and  inner  halliards  are  overhauled  down  ;  ' 
the  sail  got  out ;  outer  halliards  bent  and  inner  ones  hooked,  and 
outhaul  bent.  Man  well  outer  halliards  and  outhaul,  lower 
boom  topping  lift,  and  forward  guy ;  a  few  hands  at  the  inner 
halliards ;  tend  the  squilgee,  sheets,  and  after  guy.  Haul  taut, 
top  up,  rig  out,  and  hoist  away.  The  boom  is  topped  up,  hauled 
forward,  and  trimmed  with  the  fore  yard ;  the  sail  run  up  by 
the  outer  halliards,  squilgee  hauled  out,  outhaul  hauled  close 
and  sail  hoisted  taut  up,  inner  halliards  and  sheet  trimmed. 
Haul  taut  topmast  studding  sail  boom  topping  lift,  if  not  taut 
before.  The  men  from  the  lower  boom  topping  lift  and  forward 
guy  c-an  assist  in  setting  the  sail,  if  necessary. 


52 

Wind  directly  astern  ;  Lay  aft  to  the  braces — weather  main 
and  lee  cross-jack  braces.  Hands  bj  the  braces,  &c.  &c.,  as  be- 
fore. Clear  away  after  bowlines,  square  the  after  yards  ;  head 
bracesi,  clear  away  head  boivlines,  square  away.  The  after  guy 
and  outhijul  mast  be  manned,  and  forAvard  guy  tended,  in  addi- 
tion to  what  has  already  been  mentioned  in  bracing  in.  The 
head  yards  being  square :  Man  lee  main  cleicgarnet  and  biint- 
lincs,  head  downhaiih,  haul  taiit — up  main?>ai1 — clear  away 
the  halliards — luiul  down.  The  j'ards  must  now  be  squared  by 
the  lifts  and  braces,  trusses,  &;c.  &c.,  hauled  taut.  Get  spanker 
boom  amidships,  backstays  set  up,  &c. 

Get  all  the  port  studding  sails  ready  for  setting. 

Everything  being  ready  :  JTaul  tant,  rig  out,  and  sivay  to 
hand.  The  lower  boom  is  topped  up,  hauled  forward  and 
trimmed,  stu*]ding  sail  booms  rigged  out,  and  topmast  and  top- 
gallant studding  irails  swa3'ed  to  the  yards,  the  outer  stops  cut, 
sails  launched  over  the  braces,  and  slack  of  tacks  taken  down. 
Men  from  lower  boom  topping  lift,  forward  guy  and  out-jiggers, 
man  lower  studding  sail  halliards,  &c. 

] foist  atvay.  Ihe  sails  a.re  lioisted  together,  properly  set^ 
and  everything  hauled  taut. 

Question.  What  is  the  use  of  a  burton  on  the  topsail  yard  ? 

Q.  Why  steady  the  top-gallant  l^owline  out  before  setting  top- 
gallant studding  sail  ? 

Q.  What  is  a  studding  sail  bend,  iuul  why  is  it  used  in  pre- 
ference to  another  ? 

Q.  Upon  taking  the  dfck,  what  would  you  "look  to  "  in  or- 
der to  see  that  the  sails  were  properly  set,  rigging  taut,  &c.,  by 
the  wind  f 

Q.  Do.,  ship  with  all  starboard  studding  sails  set  ? 

Q.  Do.,  studding  sails  set  both  sides  ? 

Q.  In  hauling  out  topmast  studding  sail  afresh,  how  proceed, 
Strong  or  fresh  breeze  V     Wind  abeam. 

Q.   Will  the  ship  steer  better  when  the  wind  is  affc,  or  worse  ? 

Q.  Why  have  you  hauled  down  the  jibs? 

Q.  How  is  the  topmast  studding  sail  boom  rigged  in  and 
out  ?  and  how  is  the  heel  lashing  passed  ? 

WIND  HAULS  FORWARD. 

11.  Wind  draws  on  port   quarter — ship   under  sail,  as 
made  in  the  preceding  article. 

The  ofiScer  of  the  deck  commands  :  Stand  by  to  dip  ihe  star- 
board tojpmast  and  top-gallant  studding  sails;  the  tacks  aiid 


r)3 

halliards  being  teii'led,  and  inon  on  the  y;irds.  Lower  avjmj. 
The  tacks  are  eased  off,  V^  allow  the  men  to  r«;et  hold  of  the 
outer  leaches,  an<l  the  yards  being  dipped  forward  :  Hoist  away: 
then  trim  everything  as  before.  Wind  still  hauling  forward  : 
Stand  hif  to  take  in  the  starboard  ituddiii;/  sai/fi.  Man  lower 
studding  sail  clewline,  after  guv,  a  few  hands  on  inner  halliards 
aud  sheet;  topmast  studding  sail  downhaul  and  long  sheet,  boom 
jiggers,  top-gallant  studding  sail  tripping  lines  and  sheet:?. 
Hands  by  halliards,  tacks,  outhaul,  forward  guy,  heel  lashings, 
short  sliect  in  top,  lower  boom  topping  lift  and  boom  brace  : 
Haul  taut — let  go  the  outhaul  clcW  up.  The  lower  studding 
sail  is  clewed  up,  and  just  before  the  clew  reaches  the  yard : 
Lotver  away — liaul  down.  All  halliards  are  started  together, 
and  just  before  the  topmast  studding  sail  yard  is  down  to  the 
boom  end  :  Rig  in.  The  booms  are  rigged  in,  and  lower  boom 
got  along'^ide. 

The  t(^puien  make  up  top-gallant  studiling  sails  aloi't,  secure 
the  booms,  take  the  burton  olf,  hitch  topmast  studding  sail  hal- 
Hards  to  the  clew  of  the  sail,  take  the  jigg«^r  off  starboard  top- 
gallant lifts ;  fore  yardmen  seooire  studding  sail  boom  ;  the  lower 
and  topmast  studding  sails  arc  made  up  an<l  stowed  away,  and 
the  gear  triced  up. 

Wind  still  hauling  forward  [say  on  «juartci-]  :  Starlx'urd  head 
braces.  The  lee  bowlines  are  overhauled,  starboard  fore  sheet, 
port  fore  tack,  forward  guy  manned.  Hands  by  weather  head 
braces,  studding  sail  tacks  and  sheets,  boom  br»,ce,  after  guy 
and  outhaul,  weather  trusses  and  Ico  lifts:  Brace  up.  Thu 
head  yards  trimmed :  Starboard  main  port  cross-jack  hraceif. 
Braces,  &c.,  tended  as  before  :  Brace  up.  The  yards  trimmed, 
the  lower  boom  is  trimmed  by  the  fore  yard,  and  all  properly 
set  forward  by  the  mate  of  the  forecastle  :  Man  the  head  hal- 
liards, main  sheet  and  spanker  outhauls ;  haul  taut ;  clear 
away  the  doivnhauh^  hoist  axvay ;  let  go  the  rigging.,  haul  aft, 
'dear  away  the  brails,  haul  out.     Trim  the  sails  just  sot. 

W  ind  freshens  ;  it  becomes  necessary  to  take  in  the  studding- 
sail  :  Man  tJic  lower  studding  sail  clewline  and  after  guy.  Rig- 
ging being  manned  and  tended,  the  rfucer  of  the  deck  will  put 
the  helm  up,  and  bring  the  wind  a  little  on  the  starboard  quar- 
ter, [?/  he  is  fearful  of  carrying  away  the  boom,  and  he  has  the 
Captain's  permission  to  run  the  ship  off  her  course^:  Haul 
taut,  clear  away  the  outhauU  clciv  up  ;  lower  awoy,  haul  down, 
rig  in.     Then  bring  the  ship  on  her  course  again. 

If  it  is  not  possible  to  run  the  ship  off,  (sailing  in  squadron, 
tor  instance,)  the  oflicer  of  the  dock  will  get  a  good  pull  of  the 
;ifter  guy  before  starting  anything,  then   ease  awny  the  outliaul 


54 

Bteadily  and  walk  the  clewline  up,  and  lower  the  outer  halliardB 
with  the  same  precautions.  The  sail  is  made  up  and  gear  triced 
up. 

Wind  hauls  forward  (say  abeam).  The  officer  of  the  deck 
will  caution  the  man  at  the  helm  to  "  keep  her  full  :"  See  head 
braces  all  manned  and  tended  as  before ;  brace  up — easing  the 
weather  braces  carefully.  After  braces  main  tack,  brace  up  and 
haul  aboard  main  tach  as  before,  and  see  everything  properly 
set,  sheets  trimmed  aft,  tacks  gotten  down,  lee  backstays  borne 
abaft,  lee  lifts  and  rolling  tackle  (if  hooked,)  well  overhauled, 
royal  shrouds  well  set  up,  and  halliards  shifted  to  windward. 

Wind  freshens :  Stand  hy  to  take  iii  royals^  jlying-jib  and 
top-gallant  studding  sails,  the  royal  clewlines  and  weather 
braces  being  manned,  lee  braces  and  halliards  tended,  flying  jib 
downhaul  manned  and  hand  by  the  halliards,  topmen  ready  to 
take  in  studding  sails,  as  before  explained.  Haul  taut — in  roy- 
als, doivn  jlying  jib — lower  away,  haul  down,  rig  in. 

The  yards  are  pointed  to  the  wind,  halliards  and  sheets  let  go 
together :  Furl  the  royals — stow  the  jlying-jib.  The  topmen 
make  up  the  studding  sail,  kc,  &c.,  as  before  explained. 

The  topmast  studding  sail  boom  may  now  be  supported  by 
using  the  lower  studding  sail  h.'iUiards  as  a  martingale. 

Wind  hauls  forward  :  3Ian  the  topmast  studding  sail  down- 
Kaul.  Man  and  tend  the  gear,  as  before  explained.  Lower 
iSteadily  and  ease  oft'  the  tack  in  the  same  manner.  In  this,  as 
in  other  cases  of  taking  in  sail,  the  officer  of  the  deck  must 
be  very  attentive  to  the  helm.  A  few  spokes  either  way  assists 
materially  in  facilitating  the  operation.  The  studding  sail 
stowed  away  and  gear  triced  up,  the  officer  of  the  deck  will 
brace  the  yards  sharp  up,  beginning  forward,  as  before.  When 
getting  the  tacks  down,  luff  her  well  up.  The  upper  yards  will 
be  kept  in,  and  all  rigging  set  well  taut. 

Question",  What  would  you  be  careful  about  when  bracing  a 
yard,  if  there  should  be  a  man  on  it? 

Q.  Why  get  a  pull  of  the  after  guy  before  starting  anything, 
in  taking  in  lower  studding  sail  (fresh  breeze)  ? 

Q.  Suppose  the  lower  boom  flies  under  the  hoivs  ? 

Q,  How  use  the  lower  studding  sail  halliards  to  support  the 
topmast  studding  sail  boom  ? 

Q.  Make  up  lower,  topmast  and  top-gallant  studding  sail  for 
setting. 

Q.  How  is  the  gear  triced  up  ? 

Q.  Blowing  fresh,  under  top-gallant  sails,  you  wish  to  get  a 
good  pull  of  your  top-gallant  breast  backstays ;  what  do  ? 


55 

Q.  Blowing  fresh,  under  top-gallant  sails,  you  m&h  to  set  up 
jour  after  top-gallant  backstays;  what  do  ? 

Q*  ffoiv  would  you  set  them  up  ? 

Q.  Ifnder  royals  and  flying-jib,  wind  freshens,  the  flying  jib- 
boom  buckles;  you  wish  to  set  up  the  guys  afresh.  What  do  r 
and  how  set  them  up  ? 

12.  By  the  avind  under  top-gamant  sails,  courses,  jib  ani> 
spankkr  ;  single  reef  the  topsails. 

Man  the  top-gallant  clewlines  and  iveathcr  braces  ;  haul  taut, 
in  tojy-gallant  sails.  The  bowlines,  sheets  and  halliards  are  let 
go,  sails  clewed  up,  yards  pointed  to  the  wind,  top-gallant  bunt- 
lines  hanled  up  ;  but  the  sails  not  furled. 

Man  the  topsail  clewlines  and  weather  braces.  All  being 
ready :  Haul  taut — clear  awajf  the  bowlines,  round  in  the  toea- 
ther  braces — settle  away  the  topsail  halliards — clew  dovm.  The 
man  at  the  wheel  is  directed  to  luff",  in  order  to  assist  in  bracing 
in ;  the  topsail  yards  are  braced  in  until  they  are  nearly  square, 
and  the  halliards  hauled  taut  and  belayed  as  soon  as  the  yardtj 
aie  down — as  is  also  the  Ice  topsail  brace. 

Haul  ov.t  the  reef  tackles — haul  up  the  bunt  line  s ;  and  the 
reef  tackles  being  out,  and  buntlines  up  :  Ahft  toprnen — stand 
hy  to  take  one  reef  in  the  topsail — man  the  boom  tricing  lines — 
trice  up — lay  out  and  reef.  The  men,  being  on  the  yard,  light 
(he  sail  over  to  windward,  in  order  that  tlie  weather  earing  may 
be  passed  ;  when  the  man  passi.'ig  it  has  taken  several'  turns,  he 
passes  the  word  "  haul  out  to  leeward,"  and  the  lee  earing  being 
sufficieutlY  out,  the  word  is  given  by  the  man  at  it,  to  "  tie 
away."  The  sail  is  gathered  well  up  on  the  yard,  and  reef 
points  tied  with  a  square  knot  or  half  bow,  observing  to  tic 
clear  of  the  top-gallant  sheets.  In  passing  an  earing,  the  ear- 
ing is  first  taken  out,  over  the  elect,  down  abaft  the  yard, 
through  the  cringle,  up  over  the  cleet  again,  down  abaft,  and 
the  bight  passed  through  the  cringle,  leaving  the  end  abaft  the 
sail.  Pass  the  bight  up  before  and  over  the  yard,  rousing  the 
reef  A\ell  up,  haul  back  on  the  end  until  the  bight  lies  close 
doM'u  on  the  yard,  pass  the  end  through  the  bight  from  abaft, 
haul  well  back  and  hitch  it.  In  passing  the  earing  for  the  3rd 
and  4th  reefs,  take  as  many  inner  turns  as  the  cringle  will  «aci- 
mit  of,  and  pass  the  turns  on  the  end — not  on  the  bight.  The 
topsails  are  to  be  kept  spilled  while  reefing  by  the  helmsman. 

The  sails  being  reefed  ;  Stand  by  the  booms  ;  lay  in — down 
booms — lay  down  from  aloft.  The  heels  of  the  booms  are  se- 
cured as  soon  as   down.     The   topsail  halliards  are  led  along 


5f> 

while  tlie  men  are  reefing.  -  Man  tlie  iopmil  hall'tarch,  let  go 
and  overliaul  the  rigrjing.  tend  the  braces,  haul  taut.  h<'Utaway'. 
The  yards  are  eased  forward  by  the  weather  braces,  rigging 
overhauled  aloft,  &c.,  and  ship  luffed  up  wliile  hoisting  When 
up :  Man  the  top-gallant  sheets  and  halliards,  sheet  home  and 
hoist  away.     Trim  tlie  sails,  haul  taut  everything,  kc-..  &e. 

Note. — Before  rouiuljiig  in  the  weiitliei-  braces,  ii  is  a  good  plan  to  settle  u 
little  of  the  halliards:,  particularly  when  reeling  with  the  watch.  VVitli  ai! 
hands  on  deck,  tlie  topmen  nray  be  sent  alc>ft  uhile  chewins;  down;  Ijiit  ii. 
blowin<;  weather,  ulways  lay  the  yards,  anil  prepare  the  sail  I'nr  reefiu",  be/on 
111  lowing  a  man  on  tlie  yard. 

Never  brace  or  lower  a  yard  witli  the  r.ien  on  it. 

Question.  How  do. you  pass  the  earing  for  the  4th  reef? 

Q.  Part  the  reef  tackle  in  hauling  it  out ;  vriiat  do  ? 

Q.   How  trim  the  yards  after  hoisting? 

Q.  What  precaution  adopted  when  hoisting  af^er  reefing? 

Q.  Can  the  topsails  be  reefed  without  clewing  up  the  top-gal- 
lant sails  ? 

Q.  How  would  you  ];!.y  tlie  fore  topsail  yard  for  reefing,  as 
mate  of  the  forecastle  ? 

Q.  How  do  you  judge  of  a  sail's  being  up  ? 

Q.   Before  the  wind,  ,-^ingle  reef  the  topsails, 

Q.   Wind  on  quarter,  single  reef  the  to])sails. 


13.  TO  REE5'  TOPSAILS  IN  STAYS, 

Call  "all  hands 'bout  ship  and  reef  topsails;"  station  one 
watch  of  topmen  for  going  aloft — hands  by  the  topsail  halliards  : 
Ready  about — ready,  ready — helms-a-lee.  aloft  topmen,  ris'e 
tacks  a7id  sheets,  overhau.l  lifts  and  trusses,  bear  abaft  breast 
backstays,  ha^d  taut,  mainsail  hard,  lancer  away  the  topsails — 
(fore  topsail  clewlines  must  be  well  manned.)  Lay  the  topsail 
yards,  haul  out  the  reef  tackles,  haul  up  the  buntlines,  trice  up, 
l<^y  out  and  reef — liead  braces  and  topsail  halliards  ;  lay  in — 
down  booms — lay  doum  from  aloft;  haul  taut — let  go  and 
Kaul — hoist  avjay  the  topsails.  Brace  up  and  trim  sharp  as 
before. 

Nofe — If  there  should  he  much  wind,  the  foro  topsail  couhl  not  he  prtrperly 
reefed  by  followinf-  the  above  method  ;  and  in  this  case  it  would  be  better  to 
clew  down  the  main  and  mizeu  topsails  as  before,  and  not  clew  down 
the  fore  topsail  until  the  order  "Let  go  and  haul,"  then  ''Lay  out  and  reef,'' 
after  whicli,  hoist  it — the  main  and  rnizen  beitig  hoisted  as  soon  as  reefed. 

QuESTlOK". — What  is  the  objection,  if  any,  to  clewing  down 


^vhen  the  order  is  given,  "Rise  tacks  and  sheets," and  swinging 
the  mtiiu  3'ard  while  the  men  arc  on  the  topsail  yard? 

Q.  "What  is  the  ohjoction  to  letting  go  the  topsail  hal- 
liards when  the  order  is  given  to  "case  down  the  helm,"  as  in 
Murphj,  page  18. 

11.    TO  TAKE  IN  j.OP-c;ALLANT    SAILS.  BLOWING    FRESH. 

yian  the.  top-gallant  clewlines  and  i^eathcr  braces.  When 
rcadj^' :  Haul  taut — dear  aivaij  the  bowline,  Ice  sheet  anel  hal- 
liards— cleiv  down ;  and  when  the  yard  is  down,  and  the  clew- 
line up  :  Clear  away  the  weather  sheet — clciv  up.  The  yard  is 
j.ointed  tp  the  wind,  lee  brace  steadied,  top-gallant  buntline 
h.'uiled  up  :  Fiirl  the  iop-gallant  sails. 

Question.   Take  in  top-galhmt  sails  before  the  wind. 

Q.   Why  do  you  let  go  the  h-o  ^hret  first? 

Q.  By  the  w-ind,  under  top-gallaut  sails,  weather  top-gallant 
sheet  parts. 

1").    To    TAKE    IX   THE    SPANKER,  BLOWINn    FRESU. 

JIan  the  spanker  brails  and  head  downhaid — case  away  the 
outhauls — brail  up — lee  brails  best. 

If  tiie  head  of  the  sail  does  not  brail  in,  but  is  seized  to  the 
gaff,  it  will  bo  well  tr>  round  in  the  lee  cross  jack  brace,  to  pre- 
vent the  sail  flying  over  tiie  lee  yard  arm. 

To  reef  a  sjiMnker,  haul  the  boom  amidships,  haul,  taut  lee 
topping  lift,  lower  peak  and  throat  halliards,  ease  off  the  out- 
liJTul,  pass  the  outer  and  inner  earings,  (if  used,)  observing  not 
to  pass  the  former  round  the  boom,  gather  the  sail  up,  and  knot 
the  points  on  the  foot  rope — hoist  up  taut,  &c.,  &c. 

10.    To  TAKE  IN  THE  JIB,   AND  SET  FORE   TOPMAST  STAYSAIL. 

Man  the  jib  downhaul,  fore  topmast  staysail  halliards — haul 
taut — clear  away  the  downhaul — hjist  aivay — clear  aivay  the 
halliards — haul  down.  The  jib  sheet  should  be  eased  off  as 
the  sail  comes  down.  Tn  setting  the  staysail,  first  haul  aft  the 
sheet,  and  case  it  off  as  the  sail  goes  up. 

To  take  in  and  stow  a  jib  when  blowing  hard,  it  is  always 
better  to  run  the  ship  off,  if  possible. 

Question.  Jib  dowmhaul  parts  ;  what  ^0 ': 

Q.  Jib  sheet  parts — b^-  the  wind. 

Q.  Jib  splits — by  the  wind. 


58 


17.  The  breeze  freshens;  take  the  second  beef  in  thf 
topsails. 

Proceed  as  in  taking  in  the  first  reef.  Put  jiggers  on  tho 
topsail  lifts,  and  haul  them  taut. 

18.  To  reef  the  courses. 

Man  the  fore  and  main  elewgarnets  and  buntUnes — haul 
taut — up  courses ;  haul  the  elewgarnets  about  two-thirds  up  ; 
haul  out  the  reef  tackles — aloft  loiver  yardmen.  See  the  lifts, 
trusses,  braces  and  rolling  tackles  well  taut.  Trice  up — lay 
out  and  reef.  The  reef  earings  are  passed  on  the  end,  out  over 
a  hook  on  the  yard  arm,  back  through  the  cringle,  &c.,  as  -vvith 
a  topsail.  The  reef  points  are  taken  with  a  round  turn  round 
the  jackstay,  and  half  hitched  to  the  standing  part.  The  sail 
being  reefed ;  Lay  in — down  booms — lay  dowri  from  aloft. 

Man  the  tacks  and  sheets,  and  set  the  sails. 

If  the  yard  is  to  be  braced  in  to  clear  the  sail  of  the  stays, 
do  so  before  the  men  lay  out  on  the  yard. 

Question.  Why  haul  the  elewgarnets  only  two-thirds  up  ? 

19.  To  take  the  third  reef  in  the  topsails. 

Proceed  as  before,  observing  not  to  brace  the  topsail  or  lower 
yards  too'  sharp  up.  Now  get  the  preventor  braces  and  parrals 
(if  fitted,)  on.  Get  rolling  ropes  on  the  top-gallant  yards,  if 
still  aloft,  and  hook  the  rolling  tackles. 

20.  To  HAUL  UP  and  furl  the  mainsail. 

31an  the  main  cleivgarnets  and  buntlines.  The  weather  clew- 
garnet,  both  buntlines  and  leechlines  are  manned.  Before  start- 
ing anything,  haul  taut  the  lee  main  lift — ease  off  a  fathom  or 
two  of  the  main  sheet;  haul  taut — ease  away  the  main  tack 
and  bowline — haul  up  to  windward.  The  lee  buntline  is  hauled 
up  as  far  as  it  will  go,  and  leechlines  hauled  taut :  Uase  away 
the  sheet — haul  up  to  leeivard.  After  the  sail  is  snug  up  :  Aloft 
main  yardmen — trice  up — lay  out  and  furl. 

It  is  usual  to  set  the  main  topsail  after  hauling  up  the  main- 
sail. 

Question.  Why  do  you  haul  taut  lee  main  lift  ? 

Q.  Why  ease  off  a  little  of  the  main  sheet  ? 

Q.  How  would  you  heave  to  in  a  gale  ? 


59 

Q.  Under  what  sail  ? 

Q.  How  and  under  what  sail  scud  ? 

Q.  By  the  wind  under  all  sail :  heave  to. 

Q.  Before  the  wind  under  all  sail ;  heave  to. 

Q.  Bj  the  wind — a  man  falls  overboard. 

Q.  Before  the  wind — a  man  falls  overboard. 

81.    By  the   wind    under    double    reefed  TorsAiLS  ani> 

COURSES  ;    TO  TURN  A  REEF  OUT  OF  THE  TOPSAILS. 

Wishing;  to  turn  a  reef  out,  the  officer  of  the  deck  commands : 
Aloft  and  stand  hy  to  turn  a  reef  out  of  the  topsails — Man  the 
weather  topsail  braces,  huntlines  and  reef-tackles — Hands  hy 
the  topsail  halliards.  All  being  manned  the  helmsman  i:i> 
is  directed  to  Luff,  and  the  command  given  :  Brace  in — settle  a 
little  of  the  halliards — Jtaul  up  the  huntlines — liaul  out  the  reef 
tackles. 

The  yards  are  braced  a  little  in  ;  a  fathom  or  so  of  the  hal- 
liards settled  ;  the  huntlines  hauled  taut,  and  the  reef- tackles 
out — Lay  out  and  turn  out  one  reef.  The  men  lay  out  and  cast 
<»ff  from  the  ^M?i^  ou?;  the  outer  yardmen  single  the  earings, 
(being  careful  not  to  slack  them  off  until  ordered,)  and  the  hal- 
liards ar(>  led  along.  When  the  ""  points"  arc  all  cast  off,  the 
men  at  the  earings  notify  the  officer  of  the  deck  that  they  are 
ready  for  "  easing  away,"  who  commands  :  Man  the  topsail  hal- 
liards—  Tend  the  hraecs — Ease  away — Lay  in — Lay  down 
from  aloft — Let  go  and  overhaul  the  gear;  and  as  soon  as  the 
men  are  in  off  the  yard  :  Hoist  away. 

The  sails  are  hoisted,  yards  trimmed,  &c.,  &c. 

Question.  Why  are  the  yards  braced  in  and  sails  lowered  ? 

Q.  Why  cast  off  from  the  bunt  out  ? 

Q.  Why  are  the  reef-tackles  hauled  out  ? 

<4,.  How  do  you  judge  of  the  sail  being  up  ? 

Q.  Blowing  fresh — set  the  mainsail. 

Q.  do.  set  the  topgallant  sal's. 

Q.  do.  set  jib. 

Q.  do.  set  spanker. 

3*2.  Head  to  wind  and  tide,  get  under  weigh  and  stand 

OUT  ON  A  wind.  t 

Before  getting  under  weigh,  the  top-gallant  and  royal  yards 
are  crossed,  cat-fall  overhauled,  messenger  passed,  other  anchor 
ready  for  letting  go,  capstan  bars  shipped  and  swiftered  in,  nip- 
pers gotten  up,  &c.     Having  called  all  hands  "Up  Anchor," 


60 

command;  3Ia,i  the  bars;  and  send  word  to  the  Master  to 
"bring  to."  There  should  be  a  man  in  each  top,  leadsmen  in 
the  chains,  men  at  "wheel,  Quartermaster  at  signals  and  conn, 
Boatswain  on  forecastle,  &c.,  &c. 

When  reported  ready,  command:  Heave  round,  and  send 
word  to  the  Master  to  let  jou  know  when  in  to  a  short  scope — 
naming  the  scope  from  which  3'ou  wish  to  make  sail.  The 
chain  is  unbitted  as  it  comes  in,  stoppers  taken  off,  and  chain 
paid  below,  (unless  very  muddy.)  Tlie  topmen  stationed  to  pass 
or  put  on  nippers,  should  work  fast  enough  to  alloAv  the  men  at 
the  capstan  to  heave  round  briskly  without  stopping.  As  soon 
us  the  chain  is  into  the  required  scope,  command :  Avast  heaving — 
Pawl  the  Capstan — and  have  the  capstan  bars  unshipped  on  the 
spar  deck.  Direct  the  Boatswain  to  call  all  hands  "  make 
sail ;"  when  men  are  up  from  below  :  Aloft  sail  loosers — Trice  up 
— Lay  out  and  loose,  (from  royals  down,  if  the  wind  will  permit,) 
Man  the  sheet  halliards.  When  the  sails  axe  reported  ready  : 
Haul  taut — Let  fall — Sheet  home  and  hoist  away — Lay  in — 
Doion  booms — Down  from  aloft.  The  sails  should  all  be  sheeted 
home  and  hoisted  together,  but  if  short-handed,  the  topsails 
first,  then  the  topgallant  sails  and  roj^als.  The  spanker  is  loosed 
and  boom  gotten  on  the  proper  quarter;  the  jibs  loosed  and 
halliards  led  along.  The  sails  being  hoisted  -syell  up,  sheets 
home,  &c.,  command,  (supposnig  the  ship  to  be  lymg  by  the 
starboard  anchor  and  we  have  room  enough  to  cast  either  way,) : 
3Ian  the  starboard  fore  and  cross-jack — p)ort  main  braces — 
brace  abox — brace  np.  The  head  yards  are  braced  abox  and 
the  after  yards  up  ;  and  when  done,  the  spar  deck  bars  are  ship- 
ped :  Man  the  bars — Heave  around.  When  the  anchor  is 
nearly  up  and  down,  direct  the  helmsman  to  give  her  a  sheer 
with  the  starboard  helm.  When  the  ship  is  directly  over  her 
anchor,  the  officer  of  the  forecastle  notifies  the  officer  of  the 
deck  ^lat  the  anchoi;  is  "up  and  down;"  then:  il/aw  the  jib 
and  flying-jib  hallia^-ds.  As  soof?  as  the  anchor  is  ofi'  the 
ground,  the  officer  of  the  forecastle  says:  '"Anchor's  aweigh," 
:ind  the  command  is  given:  Clear  away  the  doivnliauls — hoist 
away.  The  jibs  are  hoisted  and  weather  sheets  »kept  aft,  and 
tlie  helm  shifted  as  soon  as  sternboard  commences.  The  anchor 
is  run  up  to  the  bow^s,  catted  and  fished.  If  there  is  room,  the 
head  yards  should  be  squared,  spanker  set,  and  head  sheets  let 
go  while  the  anchor  is  being  fished,  (unless  the  wind  should  be 
very  light.)  The  command  is  given:  Man  the  fort  head  braces 
just  before  the  after  yards  fill,  and  as  tht-y  fill :  Brace  round. 
The  helm  is  righted  as  soon  as  she  has  fallen  off  sufficiently  far. 

The  anchor  having  been  fished  and  head  yards  braced   uj>, 


61 

command  :  3Ian  the  fore  and  main  tacks  and  sheets  ;  and  Avlun 
manned:  Haul  taut — Clear  away  the  rigging — Haul  aboard. 
The  courses  having  been  set,  braces,  lifts,  trusses,  &c.,  attended 
to,  clear  up  the  decks  and  pipe  down. 

Question.  Station  the  crew  for  getting  under  weigh. 

Q.   Why  is  the  other  anchor  gotten  ready  for  letting  go  ? 

Q.  Station  the  officers :  say,  in  a  frigate, 

Q.  You  are  Master  of  a  jship,  and  are  ordered  to  get  ready 
for  heaving  up;  what  preparations  would  you  make? 

Q.  How  are  the  bars  sliipped  and  "  swiftcred  in?"  Why 
"  swiftercd  in"  ? 

Q.  What  officer  attends  to  rigging  the  capstan  ? 

Q.  What  officer  attends  to  passing  the  messenger? 

Q.  What  officer  attends  to  the  jig-back  ? 

Q.Keeve  the  cat  and  fish  falls. 

Q.  How  is  the  messsmger  passed? 

Q.  What  are  the  difierent  kinds  of  nippers  used,  and  how  are 
they  passed  and  put  on  ? 

Q.   What  is  meant  by  *•'  bringing  to"  ? 

Q.  Lying  in  five  fathoms  water,  from  what  scope  would  vou 
make  sail  ? 

Q.  What  is  "pawling  the  capstan"  ? 

Q.  What  is  a  mix  stopper. 

Q.  A  nipper  jambs  ;  how  clear  it  ? 

Q.  Why  do  you  cast//-o»i  your  anchor  ? 

Q.   How  do  you  cat  and  fish  an  anchor  ? 

Q.  W^hat  is  meant  by  "surging"  the  messenger? 

Q.  !Beud  and  unbend  chain  cables. 

Q.  When  is  the  anchor  "a-peak;"  "a-weigh;"  "np  and 
down  ;"  "  a-trip"  ? 

Q.  Standing  in  on  starboard  tack,  under  all  sail  anchor. 

Q.  Standing  in  before  the  wind  ;  anchor. 

(^.  Get  under  weigh  and  stand  out  before  the  wind. 


"Part  IV. 

m:a.steii^s  duties. 

HINTS  FOR  YOUNG  MASTERS. 
master's  duties. 

Commissioning: — Upon  reporting  for  duty  to  the  command- 
sint  of  the  station  at  which  the  vessel  is  fitting  out,  the  Master 
should  copy  from  the  "Allowance  Book"  a  list  of  all  articles 
belonging  to  his  department.  He  should  at  once  make  himself 
acquainted  with  the  master,  boatswain  and  other  officers  of  the 
yard,  and  note  the  various  buildings  in  which  masters'  stores  are 
stowed,  and  from  which  he  will  draw  his  own.  He  should  find 
out  from  the  naval  constructor  the  supposed  best  sailing  time  of 
his  vessel;  the  peculiarities  of  construction  (if  any);  the  rake 
of  her  masts,  and  quantity  of  water  stowed ;  and,  if  the  vessel 
has  before  made  a  cruise,  he  should  piocme  the  report  of  her 
captain  made  out  in  the  form  prescribed  in  the  C.  S.  Navy  Reg- 
ulations. In  a  word,  he  should  possess  himself  of  all  the  infor- 
mation to  be  gained  from  officers  acquainted  with  the  properties 
of  the  vessel. 

If  the  stowage  has  not  been  commenced,  he  will  personally 
riuperintend  it  and  note  in  his  remark  book  the  quantity  of  bal- 
last, water,  provisions,  «fec.,  taken  in.  When  the  tanks  are  filled, 
he  will  see  that  none  are  overlooked.  While  stowing,  he  should 
bear  in  mind  the  best  sailing  time  of  the  vessel  and  try  so  to 
stow  her  as  to  produce  the  proposed  difference  of  draft.  After 
the  hold  and  spirit-room  are  stowed,  he  will  receive  from  the 
master  of  the  yard  a  plan,  which  he  will  thereafter  keep  in  hia 
possession. 

He  should  enter  in  his  note  book  the  number  and  weight  of 
all  anchors,  kedges  and  grapnels ;  the  size  and  length  of  the 
chain  cables  and  how  the  ends  are  made  fast;  the  size  and  num- 
ber of  hemp  cables,  hawsers,  towlines,  &c;  the  number  and  kind 
of  stoppers,  nippers,  hook-ropes,  chain-hooks,  &c;  and  see  that 
all  of  the  above  are  properly  fitted  and  stowed. 


63 

The  messenger  is  fitted  by  the  gunner ;  but  the  master  should 
•;xamine  it  and  see  that  it  is  in  working  order  and  that  "jig- 
backs"  are  provided. 

The  "clear-hawse"  gear,  niooring-swivel  and  spare  bolts  and 
(^packles  should  be  examined  and  stowed  in  a  convenient  place 
lor  getting  out  when  wanted. 

It  is  customary  for  the  master  to  select  'the  signal  quarter- 
.'naster  from  the  number  appointed  by  the  executive  officer. 
With  his  assistance  he  will  receive  and  stow  the  following  arti- 
cles, most  of  which  are  generally  placed  in  his  immediate  charge, 
viz: 

Signal  halliards,  leads  and  lines,  log  reels  and  lines,  14  and 
28-socond  glasses,  ensigns,  spare  bunting  and  muslin,  needles 
4nd  thread,  signals,  flags  of  all  nations,  artificial  horizon,  chro- 
nometers, tunic  pieces,  barometers,  thermometers,  hydrometers, 
sextants,  log-book,  stationery,  nautical  books,  instruments  and 
charts,  spy  glasses,  lanterns  (signal  and  deck),  compasses  (boat, 
binnacle  and  azimuth),  tell-tales,  binnacles,  wheel  ropes,  reliev- 
ing tackles,  kc,  &o.,  kc. 

The  galley  comes  also  in  the  master's  department  and  should 
be  looked  after  and  the  cooking  utensils  distributed  among  the 
diflferent  messes.  So  also  the  cabin,  ward-room  and  steerage 
furniture. 

The  Book  of  Allowance  will  serve  to  call  the  master's  atten- 
tion to  various  other  matters  pertaining  to  his  department.  He 
should  be  able  to  answer  inquiries  as  to  all  the  stores  in  his 
charge;  where  everything  is  stowed;  number  and  weight  of; 
how  fitted,  (fee,  &c.,  &c. 

The  following  is  a  copy  of  the  master's  duties  taken  from  the 
"Regulations  for  the  Navy  of  the  Confederate  States,"  ap- 
proved April  29,  1862. 

MASTEU, 

The  master,  or  the  officer  appointed  to  perform  his  duties,  will, 
if  ordered  to  a  vessel  before  her  stowage  is  commenced,  super- 
intend, under  the  direction  of  the  commanding  officer  of  the 
yard  or  commanding  the  vessel  as  circumstances  may  require, 
the  stowing  of  the  ballast,  water,  provisions,  and  all  other  arti- 
cles in  the  hold  and  spirit-room. 

I A  ^  towing  provisions  he  shall  take  care  that  the  oldest  be 
stowed  so  that  they  may  be  first  issued ;  breaking  out  and  re- 
stowing  those  already  on  board  if  necessary  for  these  purposes, 
unless  otherwise  directed. 

When  the  stowage  of  the  hold  shall  be  completed,  an  entry 


u 

must  be  made  in  the  log-book  specifying  particularly  the  quan- 
tity and  arrangement  of  the  ballast,  the  number,  size  and  dis- 
position of  the  tanks  and  casks,  and  of  the  quantity  and  stow- 
age of  provisions  and  other  stores. 

Accurate  plans  must  be  made  of  the  stowage  of  the  hold, 
showing  the  disposition  of  all  the  articles,  which  must  be'insert- 
ed  in  the  first  page*of  the  log-book ;  and  if  any  material  changf- 
should  afterwards  be  made  in  the  stowage,  tlie  cliange  must  be 
noted,  and  new  plans  inserted  in  the  log  book. 

If  the  stowage  of  the  hold  is  made  under  the  direction  of  tho 
commandant  of  the  yard,  the  commander  of  the  vessel  is  -to  bo 
furnished  with  the  plans  and  descriptions. 

If  made  at  a  navy  yard,  but  under  the  direction  of  the  com- 
mander of  the  vessel,  be  will  furnish  tlie  commanding  officer  o'^' 
the  yard  with  them,  that  they  may  be  inserted  in  the  diary  of 
the  yard. 

The  master  is  to  visit  the  hold  daily  and  cable  tiers  and  chain 
lockers  very  frequently,  and  see  that  they  are  kept  in  as  good 
order  as  circumstances  will  admit. 

He  shall  have  charge  of  the  keys  of  the  hold  and  spirit-room, 
and  shall  only  deliver  them  to  a  coiumis^sion  or  warrant  officer. 

He  is  under  the  direction  of  the  commanding  or  c.\'ecutiv<' 
officer,  to  sea  thr.t  the  cables  are  at  all  times  properly  secured 
and  protected  from  injuries ;  that  ihe  tiers  are  kept  clear,  and 
that  all  necessary  arrangements  are  made  for  anclioring,  moor- 
ing, unmooring  or  getting  under  weigh  with  the  greatest  facility 
and  dispatch. 

He  will,  wdien  dii-ected,  examine  the  cliain  cables,  and  partic- 
ularly the  shackles  and  shackle-pins,  to  see  that  tliey  can  be 
readily  removed  in  case  it  should  be  necessary  to  ship  the  cables 
or  shift  parts  from  one  cable  to  another. 

He  is  in  the  same  manner  to  see  that  the  standing  and  run- 
ning rigging,  and  the  sails  of  the  vessel,  are  at  all  times  in  good 
order,  protected  from  injury  and  ready  for  so'vicc,  and  to  rej.'ort 
all  such  as  maiy  require  alteration  or  repairs ;  and  he  will  also 
attend  in  person  to  setting  up  the  rigging. 

He  is  to  be  particularly  careful  to  present  any  waste  or  im- 
proper expenditure  of  fuel  and  water ;  and  he  is  to  report  daily 
when  at  sea  to  the  captain  the  quantity  of  each,  except  the  fuel 
in  charge  of  the  engineer  expended  in  the  last  twenty-four 
hours,  and  the  quantity  remaining  on  hand. 

AVhen  the  vessel  shall  be  approaching  any  land  or  shoals,  or 
entering  any  port  or  harbor,  he  shall  be  very  attentive  to  the 
soundings;  and  he  shall  at  all  times  inform  ihe  commander  of 


65 

any  danger  to  which  he  may  think  the  vessel  exposed,  whether 
under  the  charge  of  a  pilot  or  not. 

He  shall  examine  the  charts  of  all  coasts  which  the  vessel 
may  visit,  and  note  upon  them  any  errors  which  he  may  dis- 
cover and  inform  the  commanding  officer  of  the  same,  who  shall 
transmit  them  to  the  Navy  Department. 

He  slnll  frequently  examine  the  compasses,  time  glasses,  log 
and  lead  lines,  and  keep  them  in  proper  order  for  service. 

He  shall  ascertain  and  report  daily  to  the  commanding  oficor 
the  ship's  place  at  meridian,  and  at  any  other  time  when  the 
••ommanding  officer  may  direct  the  variation  of  the  compass,  and 
the  bearing  and  distance  of  the  nearest  liead  land,  or  any  da.n- 
ger  that  may  be  near. 

He  is  to  have  charg-e  of  and  must  account  for  all  nautical 
books,  instruments,  charts,  national  flags  and  signals. 

He  shall  have  charg-e  of  keeping  the  ship's  log-book,  and 
shall  see  that  all  particulars  arc  duly  entered  in  it  according  to 
such  forms  as  arc  or  may  be  prescribed;  and  he  shall  immedi- 
-itely  afcer  such  entries,  send  it  to  the  watch  officers  that  they 
may  sign  their  names  at  the  end  of  the  remarks  in  their  respec- 
tive watches,  when  the  circumstances  are  fresh  in  their  memo- 
ries; and  he  shall  take  it  to  the  commanding  officer  for  his  in- 
spection immediately  after  noon  of  each  day. 

There  shall  be  entered  on  the  log-slate  a-ud  log-book,  with  mi- 
nute exactness,  the  following  particulars : 

1.  The  name  and  rank  or  rating  of  all  persons  who  may  join 
■or  be  discharged  frosi  the  vessel ;  the  names  of  all  passengers, 
with  time  of  coming  on  board,  and  leaving;  the  direction  of  thv 
wind,  state  of  the  wciither,  courses  steered  and  distances  sailed; 
the  time  where  any  particular  evolution,  exercise  or  other  sei- 
vice  Avas  performed  ;  the  signal  numbers  of  all  signals  made; 
the  time  when,  by  what  vessel,  and  to  what  vessel,  they  wore 
made;  nature  and  extent  of  public  punishment  inflicted,  witii 
the  name  and  crime  of  the  oftenco  ;  the  resi^lt  of  all  observa- 
tions made  to  find  the  ship's  place,  and  all  dangers  discovered  ir: 
navigation. 

2.  The  groundings  of  the  ship,  and  the  loss  of  or  serious  tii- 
jury  to  boats,  spars,  rigging  and  stores  of  any  kind,  with  tin 
circumstances  under  which  they  happened,  and  the  extent  of  tb* 
injury  received. 

3.  A  particular  account  of  all  packages  and  stores  received, 
with  their  marks,  contents  or  quantities^ and  the  apartment  fo- 
which  they  were  received. 

4.  A  particular  account  of  -all  stores  condemned  by  survoy, 

6 


66 

or  converted  to  any  other  purpose  tlian  that  for  which  they  vrerc- 
originally  intended. 

5.  A  particular  account  of  all  stores  lent  or  otherwise  sent  or 
'ent  out  of  the  vessel,  and  by  what  authority  it  was  done. 

6.  All  the  marks  and  numbers  of  every  cask  or  bale  which  on 
being  opened,  is  found  to  contain  less  than  is  specified  by  in- 
voice, or  than  it  ought  to  contain,  with  the  deficiency  found. 

7.  Every  alteration  made  in  the  allowance  of  provisions,  and 
hy  whose  order. 

8.  The  employment  of  any  hired  vessel,  her  dimensions  in 
tonnage,  the  name  of  the  master  or  owner,  the  number  of  her 
crew,  how  or  for  what  purpose  employed,  by  whose  order,  and 
the  reasons  for  her  employment. 

9.  The  draft  of  water  of  the  vessel  when  light,  as  furnished 
from  the  navy  yard,  and  always  before  going  to  sea,  and  upon 
arriving  in  port  fore  and  aft;  and  the  height  of  the  forward  part 
of  the  forward  port-sills,  after  part  of  after  port-sills,  and  of 
the  mid-ship  port-sills  from  the  water;  and  the  rake  of  the  re- 
spective m.asts  in  evei-y  ten  feet,  with  reference  to  the  water-line 
at  the  time. 

After  the  log  has  been  signed  by  the  officers  of  the  watches, 
1:0  alteration  shall  be  made  therein,  except  to  correct  some  er- 
ror or  supply  some  omission,  and  then  only  witli  the  appi'obation 
of  the  commanding  oScer,  or  the  recollection  of  the  officer  Avho 
had  charge  of  the  watch  in  which  the  alteration  or  addition  is 
proposed,  who  will  sign  the  same  if  satisfied  of  its  correctness. 

The  master  will  deliver  to  the  commanding  officer  of  the  ves- 
sel, signed  by  himself,  and  after  careful  comparison,  certified  to 
be  correct,  a  fair  copy  of  the  log-book,  cver}^  six  months,  to  bo 
transmitted  by  the  first  safe  opportunity  to  the  IS'avy  Depart- 
ment. 

The  original  log-book  shall  be  kept  by  the  vessel  until  she  is 
•:)aid  off,  when  it  shall  be  placed  in  cliarge  of  the  commanding 
officer  of  the  yard,  and  by  him  transmitted  to  the  Navy  Depart- 
7nent. 

Besides  the  log-book,  lie  is  to  keep  a  remark-book  in  which  al^i 
the  hydrographical  information  he  can  obtain  is  to  be  carefully 
inserted,  as  well  as  a  description  of  the  instruments  he  may  em- 
ploy in  any  of  the  observations  hereafter  mentioned. 

He  is  to  detennine  as  accurately  as  he  can  the  various  par- 
ticulars relating  to  navigation  of  every  place  v>hich  the  vessel 
may  visit  entering  the  results  in  his  remark-book  under  the  fol- 
lowing heads: 

1.- Latitude. 
2.  Longitude. 


67 

3.  .Variation  of  tlic  compass. 

4.  Time  of  Ing^i  water  immediately  following  near  and  full 
moon. 

5.  Rise  and  fall  of  tides  at  spring  and  neaps. 
0.  Prevailing  winds. 

7.  Periods  of  the  year  at  "wliicli  the  wet  and  dry  seasons 
prevail,  if  any. 

8.  Seasons  at  which  hurricanes  prevail. 

V.  The  temperature  of  the  chronometer  room  at  the  time  ob- 
servations are  taken. 

Tlio  particular  spot  at  the  phicc  visited  to  which  the  latitude 
and  longitude  refer  is  to  be  carefully  noted;  also  the  number 
and  nature  of  the  observations,  and  the  means  by  which  they 
were  made,  whether  the  artificial  or  sea  horison  was  used  ;  and 
with  reference  to  the  longitude  if  obtained  with  chronometers 
by  means  of  meridian  distances  from  another  place,  he  is  to 
state  the  number  employed,  their  general  characters,  the  ago  of 
the  rates  used,  or  the  interval  since  which  they  were  last  rated, 
with  thelongitudc  he  has  assumed  of  the  place  measured  from. 

He  is  not  to  loose  any  opportunity  of  obtaining  lunar  dis- 
tances, both  with  the  view  of  determininc;  the  lonifitude  the 
ship  may  be  in  at  sea,  as  well  as  serving  as  a  saluting  compari- 
son with  his  chronometers  either  at  sea  or  in  harbor. 

lie  is  to  observe  the  variations  of  the  compass  by  amplitudes 
or  azimuths  at  least  once  every  year,  whether  at  sea  or  in  port, 
excepting  only  when  refitting  in  harbor.  The  azimutli  compass  is 
to  be  always  placed  when  practicable  in  the  same  precise  situation 
amid  ships,  making  the  point  where  each  of  the  tripod  legs 
stands  ;  and  he  is  to  take  care  that  the  direction  of  the  ship'o 
licad  at  the  time  of  observation  shall  be  recorded,  as  well  as  tlie 
'liffercnce  between  the  standard  or  azimuths,  and  the  steering 
vompasses,  by  which  precaution  alone  can  the  real  course  of  the 
-hip  be  regulated.  These  variations  are*to  be  daily  inserted  in 
rolumns  at  the  end  of  his  remark-book  along  Avith  the  ship'.-, 
]»Iaee,  and  the  direction  of  her  head  at  the  time  of  observation. 

The  local  attraction  is  to  be  determined  before  the  ship  leaves 
the  Confederate  States,  as  well  as  after  any  material  change  of 
latitude,  and  is  there  to  be  tabulated  by  him' for  every  point  of 
the  compass,  so  that  the  corrections  on  each  course  may  be 
readily  ajjplicd  in  working  the  ship's  reckoning. 

In  all  places  he  is  to  ascertain  the  direction  and  velocity  of 
the  currents,  the  set  and  strength  of  the  tides,  witli  the  limits  of 
their  rise  and  fall,  and  the  time  of  high  water  of  the  tide  which 
imme<liately  follows  the  periods  of  the  new  and  full  moons.  He 
is  to  describe,  as  particuhirly  as  he  can,  the  appearances  of  for- 


68 

cigu  coasts,  pointing  out  the  remarkable  objects  bj  'w^iick  they 
Jiiay  be  distinguished,  so  as  to  render  a  stranger  certain  of  re- 
cognizing his  hind  falL 

ilc  is  to  apply  to  the  captain,  -^vhen  the  service  will  admit  of 
it,  for  boats  to  sound  and  survey  any  shoals  or  harbors  whicl* 
liave  not  been  correctly  laid  down  in  the  charts,  and  the  results 
lire  to  be  projected  on  a  large  and  intelligible  scale. 

In  his  remark-book  he  is  carefully  to  note  all  inaccuracies  in 
any  of  the  charts  supplied  to  the  ship. 

He  is  frequently  to  present  this  remark-book  to  the  cjiptain 
for  examination;  and  on  the  first  oj"  January  in  every  year  he 
is  to  deliver  to  him  a  correct  copy  o^  it ;  accompanied  by  all  th-c 
charts,  plans  and  vie"vvs  of  the  coast  and  head  lands  which  he 
has  made  during  the  past  year;  all  vrhich  the  captain  will  trans- 
mit by  ihe  first  safe  opportunity  to  his  commander-in-chief,  to 
he  forwarded  to  the  Department. 

lie  shall  not  be  required  to  keep  watches  except  in  cases  cf 
necessity,  and  then  only  bv  order  of  the  commander  of  the  ves- 
sel.       "  ^ 

Every  vessel  before  sailing  shall  be  furnished  with  a  skeleton 
chart,  embracing  her  probable  cruising  ground,  on  which  shall  be 
laid  down  her  track  and  daily  run  during  the  whole  time  of  her 
absence,  which  chart  shall  be  transmitted  to  the  Navy  Depart- 
ment at  the  encf  of  the  cruise. 

Should  the  master  be  removed  or  suspended,  he  shall  sign  the 
log-book  and  deliver  it  to  his  successor,  taking  his  receipt  for  the 
same,  and  for  all  other  articles  under  his  charge,  and  shall  de- 
liver to  his  commander  a  fair  copy  of  the  remark-book,  made  up 
to  the  day  of  his  removal  or  suspension. 

M-ASTER's    duties — IN    PORT, 

The  master  should  examine  the  state  of  tl>e  rigging,  and  re- 
port to  the  executive  officer  every  morning  before  breakfast.  Ho 
should  wind  up  and  set  the  deck  time-piece  at  a  regular  hour — 
say  at  7.45  A.  M.  Various  methods  are  adopted  by  masters  for 
the  purpose  of  reminding  them  of  this  important  duty.  [A  good 
plan  is  to  keep  your  tooth-brush  in  the  chronometer  box.] 

He  should  write  up  the  log  in  the  form  prescribed  by  the  Ord- 
nance Office,  and  send  it  in  daily;  visit  the  holds;  keep  the  ship 
filled  up  with  wood  and  water:  keep  the  expenditures  of  each  ; 
examine  the  yeoman's  accountof  other  expenditures  in  his  depart- 
ment; see  that  the  keys  of  the  holds  are  put  in  his  room  at 
sunset ;  look  to  the  anchors  and  chains ;  take  observations  for 
rating  the  chronometers :  take  the  ship's  draft  every  four  or  fi^c 


G9 

*lajs,  and  partijularly  just  before  leaving  port,  or  after  enter- 
ing; attend  to  any  work  going  on  in  his  departraent — such  a? 
•'  clearing  hawse,"  receiving  stores,  transporting  anchors,  weigh- 
ing an  anchor  with  the  launch,  &:c.,  &c.,  and  at  8  P.  M.  report 
to  the  executive  officer  the  state  of  the  anchors  and  chains. 

His  leisure  time  should  be  employed  in  arranging  the  differ- 
ent articles  in  his  department,  and  attending  to  various  matter^ 
pertaining  to  his  duties,  some  of  which,  are  specified  below  : 

1.  Rating  Chronometers. 

Books  on  navigation  generally  recommend  rating  by  ''Equal 
Altitudes.'"  but  masters  seldom  adopt  that  method.  The  method 
by  single  altitudes  (observing  that  A.  M.  should  not  be  combined 
with  P.  M.  observations,)  is  the  most  convenient  and  most  ac- 
curate— unless  the  observer  has  had  considerable  experience  iu 
•'Equal  Altitude"  observations. 

Observations  should  be  taken  at  intervals  of  seven  or  ten 
days,  and  a  set  taken  the  day  befoa'c  going  to  i-ea. 

After  receiving  the  chronometers,  the  masters  will  generally 
tind  that  the  rates  are  different  from  those  sent  from  the  store  or 
ordnance  office.  If  there  should  be  a  very  great  change,  the 
fact  should  be  reported.  They  should  be  carefully  stowed,  and 
compared  each  mornii.g. 

Having  established  the  ''Errors'*  and  "Rates  "  enter  them  in 
your  book,  and  before  going  to  sea  compare  the  errors  for  some 
'lays  in  advance — in  the  following  form  :     (i^ee  page  70.) 


70 


Date. 

ehro.  207],  or  A 

Chro.  1853,  or  B 

Chro.  3411,  or  C. 

Oct.  19, 
1863. 

Fast  3m.  05s. 
Daily  loss  8s. 3. 

Fast  17w.  30s.  3. 
Daily  gain  7s.  1. 

Slow  30m.  30s.  5 
Daily  loss,  17s.  5 

Oct..      19 

h   in       s 
—  0.  03.  05.  0 
—  3.  3 

h    m       s 
—  0.  17.  30.  3 

-r  7.  1 

h    m      s 

!    0.  30.  30.  5 
'[    17.  5 

20 

3.    1.  7 
3.  3 

17.  37.  4 

7.  1 

30.  48.  0 
17.  5 

21 

2.  58.  4 
3.  3 

17.  44.  5 

7.  1 

31.  05.  5 
17.  5 

22 

2.  55.  1 

O.    O 

17.  51.  G 

7.  1 

31.  23.  0 
17.  5 

23 

2.  51.  8 

3.  3 

17.  58.  7 

7.  1 

31.  40.  5 

17.  5 

24 

2.  48.  5 
3.  3 

18.  05.  8 
7.  1 

31.  58.  0 
17.  5 

25 

2.  45.  2 
3.3 

18.  12.  9 

7.  1 

32.  15.  5 
17.  5 

26 

2.  41.  9 

IS.  20.  0 
7.  1 

32  33.  0 
17.  5 

27 

2.  38.  6 
3.  3 

18.  27.  1 
7.1 

32.  50.  5 
1(.  5 

28 

O     or     q 

<L).    tj 

18.  34.  2 
7.  1 

33.  08.  0 
17.5 

29 

2.  32.  0 
3.  3 

18.  41.  3 
7.  1 

33.  25.  5 
17.  5 

30 

2.  28.  7 

18.  48.  4 

33.  43.  0 

n 

The^ algebraic  sign  indicates  liow  tlie  "Error"  is  to  he  applied 
to  the  "Face  of  the  Chro."     Example: 

Comparison  of  Ciiroxometeks,  Oefr  2.7 tJi,  1^03. 


Chro.  2971,  or  A. 

Chro.  ISi 

)3,  or  B 

Chro.  3411.  or  C. 

h     m       s 
Face  of 

Chro.  18.  53.  40. 
Error        —  2.  38. 

0 
C 

Face  of 

Chro.  14. 
Error      — 

m      s 

09.  39. 

18.  27. 

h     in       & 
Face  of 

0  Chro.  13.  18.  19. 

1  Error      -|-  32.  50. 

1 

0 
5 

Gr  time  13.  51.  10. 

4 

Gr  time  13. 

51.  11. 

9  Gr  time  13.  51.  09. 

5 

The  mean  of  the  tlirec  chronometers  is  assumed  for  the  mean 
Greenwich  time,  unless  there  is  reason  to  believe  that  one  of 
the  three  is  in  error. 

Ini^tead  of  <lesignating  the  Chronometers  by  their  numl>crs, 
use  the  letters  A,  B,  C,  keeping  a  note  of  the  numbers  and  the 
names  of  the  makers. 

2.  Time  of  Sunset: 

For  the  oonvcniencc  of  llie  officer  of  the  tleck,  the  Master 
sliould  compute  the  mean  time  of  Kunset  for  a  number  of  day« 
in  advance,  tabulate  it,  and  hang  it  at  the  cabin  door  in  chargo 
of  the  orderly.  The  time  of  daylight  can  be  found,  if  required, 
by  computing  the  hour  at  Avhich  the  sun  crossed  the  crepusculum. 

3.  Unsif/iis,  Sfgnah.  a-c.  : 

The  ^[astcr  should  have  made  up  at  least  three  national  en- 
signs for  the  i^hip,  and  one  for  each  boat,  together  with  the 
necessary  flags  or  pendants.  If  in  a  fiiig  ship,  make  up  the  dh- 
(inguishing  pendant  of  each  vessel  in  the  scjuadron. 

Examine  the  numbers  and  repeaters,  and  see  them  properly 
fitted  with  toggle^  and  distance-lines ;  also,  have  everything 
j-eady  for  making  night  signals. 

4.  Leads  and  Lines : 

Note  the  different  kinds  of  deep-sea  leads,  mark  the  lines  and 
stow  them  away.  Measure  and  mark  the  hand-lead  lines;  fit  a 
couple  of  sling  bands  for  the  leadsmen,  and  have  two  of  them 
always  at  hand;  as  a  "drift"  lead  and  line. 

■").  Log  Reels  and  Lines. 

Examine  the  reels  and  mark  the  linos  as  directed  in  Bow- 
ditch's  Navigator.  Have  two  reels  put  in  place  on  deck  before 
iroing  to  sea. 


T2 

Test  the  accuracy  of  tae  14tli  and  28th  second  glasses. 

6.  Sextants  and  other  iSfa'atical  Instruments. 

Examine  the  condition  of  the  sextants,  adjust  tliem,  and  keep 
the  one  intended  for  every  day  use  at  hand.  Examine  the  state 
of  the  barometer,  thermometers,  hydrometers  and  boxes  of  in- 
struments, iiofore  sailing,  place  a  eh.-^rt  tell-tale,  box  of  instru- 
ments, sailing  directions,  and  spy-glass,  in  the  cabin. 

7.  Charts  and  Sailing  Directions. 

The  charts  should  be  examined,  to  see  that  the  proper  ones 
iia.ve  been  sent,  and  then  stowed  away — keeping  the  ones  first 
to  be  used  on  top.  Compare  those  in  use  with  each  other,,  and 
T,-ith  your  table  of  latitudes  and  longitudes;  note  the  errors  and 
differences.     Keep  the  harbor  charts  separate  from  the  others. 

Before  sailing,  the  Master  should  consult  the  "  Sailing  Direc- 
tions," so  as  to  be  able  to  advise  the  Conamander  as  to  the 
proper  route  to  be  pvirsued — he  should  be  able  to  ansv,^er  any 
(mestions  in  relation  to  the  prevailing  winds,  currents^  kc,  along 
the  route. 

Good  navigation  consists  not  merely  in  finding  the  shi^js 
daily  position ;  it  requires  a  knowledge  of  the  winds  and  cur- 
rents of  the  ocean ;  the  faculty  of  predicting  the  changes  of 
Vi'eather,  &c.,  &c. 

The  Master,  then,  should  diligently  «f?i(/?/tho  "  Sailing  Direc- 
tions," the  law  of  storjiis,  the  wind  and  ^jLUicuL  chuiLb,  vvc,  ilvc, 
and  should  be  a  careful  observer  of  the  weathei*,  and  of  all  the 
phenomena  attending. 

8.  Steering  Gear. 

Nothing  is  of  more  importai^ce  than  that  the  steering  gear 
should  be  in  good  order.  The  master  should  attend  personally 
to  reeving  the  wheel-ropes,  fitting  spare  ones  and  placing  the 
relieving  tackles  handy.  Stow  the  spare  tiller  where  it  can  be 
(|uickly  gotten  at. 

Examine  state  of  wheel-ropes  free|uently ;  oil  them,  (if  of 
hide,)  and  before  getting  underweigh  heave  the  wheel  over  two- 
or  three  times. 

9.  Marking  Chains. 

In  the  U.  S.  Navy  the  chains  were  marked  at  the  foundry,, 
for  every  fathom,  in  raised  figures  or  letters.  As  the  chains  sup- 
plied our  vessels  are  not,  however,  usually  marked  at]  all,  the 
Master  will  have  it  to  do  after  receiving  them  aboard. 
The  best  plan,  I  think,  is  to  mark  them  as  follows,  viz  : 
At  the  first,  or  15th  fathom  shackle,  put  a  mark  with  wire  or 
spun-yarn  on  the  first  link  forward  of  the  shackle  ;  at  the 
second,  or  30th  fathom   shackle,  put  the  mark  on  the  ueond 


link;  at  the  third,  or  4oth  fathom  shackle,  on  the  third;  and 
so  on.  Put  on  as  many  turns  of  the  wire  or  spun  yarn  as  you 
think  proper,  and  as  long  as  one  lasts  you  will  be  able  to  tell 
the  number  of  the  shackle  bi/  counting  the  links. 

Another  plan  (and  which  should  be  combined  with  the  above) 
i>  to  mark  the  heads  of  the  bolts  of  the  shackles  with  a  cold 
chisel — markinr;;  the  first  bolt  I,  the  second  II,  and  so  on. 

Chains  should  be  examined  once  in  six  months.  The  star- 
board watch  rousing  up  the  starboard  chains,  the  port  watch  the 
port  ones.  By  providing  long  whips,  and  working  one  watch 
against  the  other,  the  work  is  soon  done. 

In  examining  the  chains,  see  that  the  shackles  arc  put  in  with 
the  bolts  aft ;  that  the  bolts  -are  not  rusted  in ;  that  the  swivels 
will  turn  ;  (pour  spirits  of  turpentine  in  to  cause  them  to  do  so  ;) 
that  no  stay  bolts  arc  out,  &c.,  and  beat  the  rust  oiT. 

Exaiuhie  the  state  of  the  end  fastenings,  clean  out  the  lockers 
and  stow  them  below  again. 

The  spare  shackles,,  mooring  swivel,  nippers,  and  everything 
rulating  to  the  ground-tackling,  should  be  examined  at  the  same 
time. 

10.  Binnacles  and  Compasses. 

The  jNIastcr  should  pay  particular  attention  to  the  placiiig  of 
the  binnacles ;  the  manner  of  lighting  them;  their  di>itancc 
apart:  no  iron  in  their  vicinity;  no  "stow-holes"  in  the  lower 
part,  &c.,  ike.  lie  should  examine  and  compare  all  the  com^ 
passes,  fix  the  position  of  the  "standard;"  see  that  the  "cards" 
travel  freely;  that  they  are  properly  balanced  ;  that  the  sockets 
^and  spindles  are  in  good  order,  and  that  the  "cards" -intended 
for  the  Azimuth  Compass  are  marked  A,  B,  C,  &c. 

The  needles,  when  not  suspended,  should  be  put  away  ir> 
|)airs,  pnrallel,  and  with  the  ^orth  Pole  of  one  against  the 
t>outli  Pole  of  the  other,  and  separated  by  a  piece  of  cork  or 
soft  wood. 

The  following  copy  of  a  memorandum,  issued  by  order  of  the 
Board  of  Admiralty,  (English,)  respecting  placing  compasses  on 
board  ship,  removal  of  iron  from  their  vicinity,  &c.,  &C.,  will 
furnish  all  the  information  necessary : 

MEMORANDUM. 

Admiralty,  Noik  20,  1845, 

With  reference  to  the  several  orders  which,  from  time  to  time, 
have  been  issued  respecting  the  removal  of  iron  from  the  vicinity 
of  the  compasses,  placing  the  binnacle  and  standing  compasses 


on  board  her  Majesty's  sliips,  &c, ;  and  with  tlie  view  of  com- 
prising these  orders  in  one  circuhir  for  the  guidance  of  the  offi- 
cers concerned,  my  Lord's  Commissioners  of  the  Admiralty  are 
pleased  to  direct — 

"  That  no  Iron  of  any  kind  shall  be  placed,  nor  be  suffered  to 
remain,  within  the  distance  of  seven  feet  of  the  binnacle  or 
standard  compasses,  when  it  is  practicable,  according  to  the  size 
and  construction  of  the  vessel,  to  remove  it ;  and  that  mixed 
metal  or  copper  be  substituted  for  iron  in  the  bolts,  keys  antl 
dowels,  in  the  scarphs  of  beams,  coamings  and  head-ledges,  and 
also  the  hoops  of  the  gaffs  and  booms,  and  behiying-pins,  which 
come  within  the  distance  of  seven  feet  of  the  said  compasses. 

"  The  spindles  and  knees  of  the  steering-wheels,  which  come 
within  the  distance  of  some  seven  feet  of  the  compasses,  are 
also  to  be  of  mixed  metal.  ^ 

"  Iron  tillers,  which  work  forward  from  the  rudder-head, 
are  not  to  range  within  seven  feet  of  the  compasses  ;  and  in 
vessels  which  have  iron  tillers  woi-king' abaft  tiie  rudder-head, 
the  binnacles  are  to  be  placed  as  far  forward  from  the  wheel  as 
may  be  convenient  for  the  helmsman  to  steer  by. 

"  The  boat's  iron  davits  are  to  be  placed  as  far  as  may  bo 
practicable  and  convenient  from  the  compasses. 

"  All  vertical  iron-stanchions,  such  as  those  for  the  support  of 
the  deck,  or  for  the  awnings,  &c.,  and  likewise  the  a'rmstands, 
are  to  be  kept  beyond  the  distance  of  fourteen  feet  from  the 
compasses  in  use,  so  far  as  the  size  of  the  vessel  Avill  admit. 

"  All  steam  vessels  are  to  be  fitted  with  hollow  piilars  for  tlie 
support  of  their  standard  compasses,  except  in  such  cases  as  the 
Superintendent  of  the  Compass  Department  shall  point  out,  in 
which  instances  a  solid  wood  pillar  or  mixed  •metal  stanchions, 
for  the  support  of  a  copper  binnacle-head,  is  to  l)e  prepared, 
and  those  pillars  or  supports  are  to  be  so  placed  that  the  said 
binnacle-head  vfill  be  in  the  midship  line,  and  in  such  a  position, 
forward  or  aft,  as  the  Superintendent,  upon  consultation  with 
the  master-sliipwright,  shall  think  most  advisable,  according  to 
the  construction  of  the  vessel  and  nature  of  her  armament. 

"  In  ships  of  the  line  and  frigates,  it  having  been  found  more 
convenient  to  place  the  standard  compass  in  a  copper  binnacle, 
supported  by  mixed  metal  stanchions  or  a  solid  wood  pillar, 
these  are  to  be  prepared  according  to  the  application  of  the 
Superintendent  of  the  Compass  Department. 

"  In  brigs  or  other  vessels,  when  the  main-boom  may  prevent 
a  standard  or  azimuth  compass  from  being  constantly  kept  at 
the  proper  elevation  for  observations,  a  solid  pillar,  made  so  as 
to  unship,  or  a  sliding  tube,  constructed  so  as  to  be  capable  of 


no 

being  lowered  upon  a  short  pillar,  is  to  be  prepared,  wliiclievcr 
plan  may  be  considered  most  suitable  to  the  vessel,  according  to 
lier  oqiupmcnt  and  armament. 

"■The  binnacles  for  the  steering  compasses  are  to  be  con- 
structed upon  a  given  plan,  Avith  tops  made  to  take  off:  and,  in 
order  to  prevent  improper  materials  from  being  deposited 
therein,  thej  are  not  to  be  fitted  with  doors. 

"  As  the  vicinity  of  the  compass,  wlien  the  binnacles  are  too 
cfose  together,  has  been  found  materially  to  affect  their  accu- 
racy in  all  ships  where  there  are  two  binnacles,  they  are  to  be 
separated  as  much  as  the  diameter  of  the  wheel  will  permit,  and 
so  as  the  helmsman  may  see  the  compass  conveniently  ;  but  in 
no  case  are  they  to  be  allowed  to  be  nearer  than  four  feet  six 
inches. 

"For  the  better  preservation  of  the  compasses- in  every  ship, 
a  closet  is  to  be  constructed  in  a  dry  place,  sufficiently  large  for 
the  reception  of  the  ship's  establishment  of  compasses,  and  it  is 
to  be  ^ippropriated  to  that  purpose  exclusively,  the  key  being 
kept  by  the  Master  ;  and  in  order  that  the  space-compass  cards 
may  never  be  kept  with  poles  of  the  same  nearest  to  each  other, 
cases,  which  prevent  the  possibility  of  their  being  packed  im- 
properly, (specimens  of  which  have  been  sent  to  each  yard,) 
are  to  l>o  prepared. 

"These  regulations  are  to  be  alike  applicable  to  ships  ordered 
to  bo  built,  and  to  those  directed  to  be  prepared  for  commission, 
and  the  previous  orders  on  this  subject  are  to  be  considered 
cancelled. 

'■  Ey  command  of  their  Lordships, 

"H.  CORRY.' 

It  lias  been  said  that  tlie  ^Master  should  examine  his  com- 
passes and  compare  them.     The  examination  consists  in: 

1st.  To  derorniine  the  index  error  of  the  instrument.  Tliis 
correction  is  the  same  for  all  bearings,  and  may  be  fimnd  for 
each  compass  and  compass  card,  by  bearings  of  a  number  of 
objects  in  diflferent  directions,  whose  true  magnetic  bearing  ha>< 
been  determined  by  more  delicate  instruments.  Once  carefully 
found,  it  may  bo  marked  as  a  constant  correction. 

2d.  To  correct  for  eccentricity,  or  for  the  pivot  not  being  in 
the  centre  of  the  graduated  circle.  The  maximum  error  may 
be  found  by  measuring  (with  the  Azimuth  compass,)  horizontal 
angles  of  about  00°,  which  have  been  measured  by  a  more  reli- 
able instrument. 

The  Admiralty  compass  (a  description  of  which  is  given  be- 
low,)-is  furnished  with  the  means  of  testing  the  eccentricity  and 


T6 

the  precision  of  graduation,  in  the  graduated  circle  and  its  op- 
posite Teachings. 

3d.  To  attend  to  the  balancing  of  the  compass  card.  The 
best  compasses  are  furnished  with  small  moveable  counterpeises 
for  this  adjustment.  Sealing-wax  dropped  on  that  part  of  the 
card  which  requires  depression,  is  sometimes  used. 

As  the  North  end  of  the  needle  dips,  or  is  depressed  in  North 
magnetic  latitude,  and  the  South  end  in  South  magnetic  lati- 
tude, re-adjustment  is  generally  necessary  after  a  considerable 
change  of  latitude. 

4th.  That  the  sight  vane  or  vanes,  arid  their  axis  of  rotation, 
should  be  parallel,  also  perpendicular  to  the  graduated  circle,  if 
there  be  one,  on  the  compass  box.  ■ 

Observations  on  a  plumb  line,  or  other  well  defined  vertical 
line  made  on  the  land,  furnish  a  test  of  these  adjustments. 

5th.  That  the  mirror  should  be  perpendicular  to  the  plane 
passing  through  the  eye-vane  and  the  thread  of  the  sigh^-vane. 
This  may  be  tested  by  observations  on  a  well  defined  vertical 
line  on  shore. 

The  following  brief  description  of  the  Admiralty  compass 
will  sufficiently  denote  the  principles  on  which  it  is  constructed; 

The  magnetic  needles  employed  are  compound  bars,  or  lamina, 
of  that  kind  of  steel  whicli  has   been  ascertained  by  numerous 

,,-.,,-,.•  ■       X       1.  .     -  - .     1  1  „    .  p  .        -  • ,  !.-    .    ii,  ^     .     ,„  4. .  ,i    .., .,  ,.,-,„i.; „ 

power,  and  the  compass  bowl  is  of  copper,  which  is  found  tu 
calm  the  vibrations  of  the  needle  to  a  considerable  extent. 

The  interesting  point  of  the  axis  of  the  gimbals  is  made  to 
coincide  with  the  point  of  suspension  of  the  card,  and  also  with 
the  centre  of  the  azimuth  circle,  and  the  impressions  of  the 
cards  being  taken  off  after  the  paper  has  been  cemented  to  the 
mica,  distortions  by  shrinking  are  prevented,  and  a  more  per- 
fect centering  is  attained. 

The  points  of  the  pivots  are  made  of  a  material  which  is  harder 
than  steel,  and  which  does  not  corrode  by  exposure  to  the  atmos- 
phere, and  the  ruby  caps  are  worked  to  a  form  to  suit  the 
points. 

Spare  points  of  electrical  steel  are  likewise  supplied.  These 
are  gilded  by  the  electrical  process. 

The  cards  and  needles  are  adjusted  to  the  magnetic  meridian, 
in  a  place  free  from  the  local  influence  of  iron. 

The  following  instructions  are  issued  with  each  compass : 

"  This  instrument  is  so  constructed  as  to  answer  the  purpose 
of  a  steei'ing  compass  and  an  azimuth  compass,  and  it  being  in 
charge  of  the  Captain  or  commanding  officer,  it  is  expected  to 


11 

be  used  Avitli  the  care  due  to  the   nature  of   its  construction, 

which  Jias  been  briefly  explained. 

•  _^ 

'"I. —  Wheyi  used  as  a  Steering  Compass. 

"  Be  vcrj  careful  to  preserve  the  pivot-point  from  injury 
when  pcrcwinix  the  pivot  into  the  bowl,  and  place  the  card  gcntlv 
upon  it,  and  never  move  the  compass  without  first  having  li{''ted 
the  card  (by  means  of  the  side  screw,)  against  the  centre-pin. 
This  should  be  done  also  before  any  guns  are  fired. 

"  The  pivots,  caps,  and  margins  of  the  cards  should  be  ex- 
amined occasionally  to  see  that  their  free  working  is  not  im- 
peded by  dust  or  fibres  from  the  paper;  and,  as  each  compass 
is  furnished  with  two  cards  and  six  pivots,  whenever  the  card 
works  sluggishly,  or  injury  by  accident  or  long  wear  be  sus- 
pected, the  spare  card  or  (as  the  case  may  be)  a  new  cap  or 
pivot  should  be  put  on.  The  central  cap- screw,  or  nut  on  the 
face  of  the  card,  must  be  taken  off  before  the  ruby  cap  is  at- 
tempted to  be  unscrewed. 

"When  the  card  A  is  not  sufliciently  steady,  the  heavy  card 
J,  with  the  particular  pivot  apjiropriatod  to  it,  is  to  be  used. 

"  When  the  bowl  does  not  work  freely  on  its  gimbals,  the  axis 
and  their  bushes  should  be  examined  and  slightly  rubbed  with 
plumbago. 

"  IMie  bottom  of  the  box  is  made  to  take  out,  so  that  the 
compass,  when  placed  in  the  binnacle,  or  on  the  standard  pil- 
lar, may  be  lighted  from  below,  if  necessary. 

"  The  coyer  of  the  bowl  is  fastened  by  bayonet  notches,  and 
is  to-  be  removed  before  the  azimuth  circle  (which  has  its  own 
glass  cover)  is  put  on. 

"  The  card  should  bo  adjusted  for  dip  by  the  balancing  slides 
when  necessary. 

"  II — As  an  Azimuth  Compass. 

"  Any  one  of  the  comj)asses  may  be  immediately  converted 
to  this  purpose  by  lifting  it  upon  its  stand,  removing  the  glass 
cover,  and  fixing  the  azimuth  circle  on  its  upper  margin. 

"  In  observing  amjditudcs  and  azimuths  at  sea,  the  bearinirs 
are  read  from  the  card,  without  reference  to  the  external  gradu- 
ated circle. 

"This  instrument  may  also  be  used  for  surveying  purposes. 
By  adjusting  the  zero  of  the  graduated  circle  to  any  given  ob- 
ject, and  clamping  the  instrument  on  its  stand,  with  the  screw 
prepared  for  that  purpose,  the  angles  of  objects  round  the  hori- 
zon may  then  be  observed  and  read  off  to  the  nearest  minute. 


T8 

"  Again — -wlicn  accurate  magnetic  bearings  on  land  arc.  re- 
quired, the  zero  of  the  circle  may  be  adjusted  to  the  magnetic 
North  or  South,  shown  by  the  card,  and  tlien  clamped,  .thus 
any  number  of  magnetic  bearings  round  the  circle  may  be  ob- 
tained." 

The  Admiralty  compass  was  furnished  all  vessels  in  the  U.  S. 
Navy,  but  it  is  probable  that  the  Master  will  rarely  see  one  in 
our  service.  JMakers,  hoAvever,  generally  send  "  directions"  witli 
their  compasses,  so  that  no  difficulty  will  be  met  with  in  using 
them. 

The  following  are  the  names  of  some  of  the  best  compasses 
(English)  lately  introduced :  Walker's,  West's,  Dents',  Steb- 
bings'  and  Preston's  liquid  compass.  Most  boat-compasses  are 
''liquid." 

Before  proceeding  to  describe  the  manner  of  finding  the  devi- 
ation  of  the  compass,  the  following  "hints"  are  introduced  for 
the  benefit  of  the  Master,  or  other  person,  in  charge  of  that  im- 
portant instrument. 

Electricity  will  disturb  the  needle.  If  the  glass  cover  be 
rubbed  with  dry  silk,  a  delicate  compass  may  be  rendered  for  the 
time  useless. 

A  strong  electric  current  may  weaken  the  magnetism  of  a 
needle,  or  even  reverse  its  poles.  Lightning  may,  and  has,  pro- 
duced such  a  change. 

When  near  volcanic  islands  the  needle  will  l)e  nifected. 

The  deviation  will  be  much  more  consideraljle  in  an  iron  ves- 
sel than  in  a  wooden  one,  and  should  be  very  carefully  ob- 
served. 

The  points  of  "  no  deviation"  are  not  necrssariJu  at  or  near 
the  North  or  South  points  ;  some  iron  vessels  have  shov/u  them 
to  be  near  the  Umt  and  West  points.  A  piece  of  iron  or  tin  in 
the  binnacle  will  disturb  the  needle,  so  also  will  muskets  stowed 
on  the  decks  below.  "■ 

Any  change  in  the  iron,  such  as  moving  guns,  swivging  in 
quarter-boats'  iron  davits,  raising  and  lowering  telescopic  fun- 
nel, &c.,  will  affect  the  compass. 

The  compasses  being  nearer  each  other  than  4?,  feet,  will  af- 
fect the  needles. 

If  the  ship  (particularly  if  an  iron  one)  is  heeled,  the  corn- 
^passes  Avill  be  aflFected,  therefoi-e  the  "deviation"  should  be 
found  Avith  the  ship  in  such  positions. 

In  approaching  the  magnetic  Equator,  the  "deviation"  will 
generall'ij  decrease.  After  crossing  the  Equator,  JFtsi  deviation 
will  become  East,  and  East  deviation  West. 

The  "  deviation"  can  be  found  at  sea  by  placing  the  ship's 
.  •■* 


^9 

head  on  a  particular  course  and  observing  an  azimuth:  the  va- 
riation found  compared  with  the  variation  marked  on  the  chart, 
■ivill  show  the  "  deviation"  for  that  particular  course; ''■'•  in  this 

-^  Note. — Rememberiiif;  Uiat  the  variation  found  is  composed  of  the  variation 
Tiroper,    ^  the  deviation.  , 

If  the  ship's  head  is  placed  on  the  point  of  "  no  (leviation."  (a*  prpviojiifly 
found  by  swingint;  the  ship)  the  variation  found  should  agree  'vithrtiat 
marked  on  tlie  chart,  (always  supposing  the  chart  to  give  the  correct  varia- 
tion.) 

way  the  "  deviation  table"  can  be  tested. 

Standard  compasses  should  be  placed  at  as  great  an  elevation 
as  possible. 

TO    nXD   THE    PEVIATION    OF   THE    COMPASS. 

Note.  The  student  wiio  may  desire  to  pnrsne  this  subject  farther,  is  refer- 
red to  the  lollowing  authorities: 

"Meinoire  sur  les  iK^viaiions  de  la  bonssole,"'  par  M.  Poisson  :  "  Account  of 
Kxperiiiients  on  Iron-bnilt  ships;"  by  G.  B.  Airy,  Esq.;  "Pracii'^'l  llliistra- 
:  oiis  of  the  necessity  for  aseertalniti;^  the  Deviations  of  the  Compass  ;  by 
^•'apt.  Edward  Jolin.^on,  R.  N.;  "Walker  on  llhe  Mn<inetism  of  Shi|)s:''  and  a 
number  of  Pamphlets  edited  by  Mr.  Archibald  Smith,  JMajor  General  Sabine, 
.1.  R.  Napier,  Esq.,  and  others;   published  by  order  of  the   British  Admiralty. 

Most  of  tliese  works  have  been  largely  quoted  from  in  prejjaring  tlie  article 
oti  "  lindiiij;  the  Deviation.'' 

The  "  Deviation"  of  the  compass  is  the  error  caused  by  the 
influence  of  the  ships  iron  upon  the  magnetic  needle,  and  must 
not  be  confounded  witli- the  "  variUion.  The  extensive  use  of 
iron  in  ship-building — pai-ticularly  in  the  Iron-clads — renders  it 
absolutely  necessary  that  the  Deviation  should  be  found  and 
tabulated. 

The  following  are  some  of  the  prominent  sources  of  error  in 
a  ship's  course,  as  relates  to  the  compass,  independently  of  those 
which  may  arise  from  tides,  currents,  or  bad  steerage. 

I.  The  imperfections  of  the  compasses  themselves,  the  weak- 
ness of  the  magnetism  of  their  needles,  the  distention  of  the 
compass  cards,  the  occasional  oblique  direction  of  the  magnetic 
axis  in  such  as  have  flat  bars,  the  imperfection  of  their  pivots 
and  caps,  ineflicient  suspension,  and  balancing,  and  the  Avant  of 
concentricity  in  the  general  construction  of  the  instrument. 

II.  Rough  usage  and  inattention  to  the  occasional  examina- 
tion of  the  pivots,  caps,  needles,  and  gimbals,  the  improper  mode 
of  keeping  the  cards,  and  also  the  erroneous  supposition  that 
correct  bearings  may  be  obtained  from  any  part  of  a  sliip  with- 
out haying  ascertained  the  deviation  of  the  compass  in  the  par- 
ticular place  from  whence  such  bearings  have  been  observed. 


III.  The  errors  caused  by  the  reciprocal  action  of  compassos 
upon  each  other,  when  (as  is  generally  the  case)  the  binnacles 
are  placed  too  closely  together. 

IV.  The  errors  produced  when  portions  of  iron  work,  or 
moveable  pieces  of  iron,  are  improperly  placed  near  the  compass. 

V.  Deviations  of  the  compass  caused  by  the  aggregate  in- 
"  Suence  of  the  ship's  iron  upon  the  magnetic  needle,  according  to 

the  direction  of  the  ship's  head. 

We  have  already  seen  how  the  1st,  2nd,  3rd  and  4th  classes 
of  errors  can  be  eliminated  :  there  remains  but  to  explain  the 
manner  of  determining  the  Deviation. 

1.  Every  ship  should  be  provided  with  a  standard  compass, 
mounted  as  before  described,  and  by  which  all  bearings  should 
be  taken;  as,  however,  no  standard  compass  has  yet  been  intro- 
duced in  our  vessels,  but,  on  the  contrary,  the  Binnacle  Compass 
is  mounted  in  such  a  manner  as  to  prevent  any  bearings  being 
observed  with  it  (especially  in  the  Iron-Clads,)  and  as  the  said 
Binnacle  Compass  is  the  one  the  deviation  of  which  is  required 
to  be  known,  we  will  suppose,  in  the  following  rules,  an  Azimuth 
Compass  to  be  used  for  observing  the  bearings,  and  compared 
with  the  Binnacle  Compass  at  each  observation. 

2.  When  the  ship  is  ready  for  sea,  with  her  guns,  shot  and  all 
her  iron  stores  on  board  and  stowed  in  their  proper  places,  as 
7^ell  as  the  stanchions  and  other  iron  work  secured  in  the  posi- 
tions in  which  it  is  intended  they  shall  remain  at  sea, — then  the 
deviation  of  the  Binnacle  Compass  from  the  real  magnetic  meri- 
dian, is  to  be  ascertained  by  one  of  th^  following  methods, — 
and  either  of  which,  if  the  ship  be  in  a  basin,  can  be  executed 
at  any  time,  but  if  riding  in  a  tideway,  at  slack  water  only. 

FIRST   METHOD. 

3.  The  requisite  warps  being  prepared,  the  ship  is  to  be  grad- 
rially  swung  round,  so  as  to  bring  her  head  successively  upon 
each  of  the  32  points  of  the  compass  ;  and  as  it  approaches  each 
of  these  points,  so  gently  to  check  her  motion  as  to  prevent  any 
continued  swing  of  the  card.  When  quite  steady,  and  her  head 
exactly  on  any  one  point,  h^/  the  Binnacle  Compass,  observe 
with  the  Azimuth  Compas3  (which  is  supposed  to  be  mounted  on 
the  upper  deck)  the  bearing  of  some  distant  but  well-defined 
point,  and  the  direction  of  the  ship's  head-register,  as  shown  in 
the  Form,  Table  I.,  page  45. 

4.  The  ship's  head  is  then  to  be  gently  brought  (5?/  the  Bin- 
nacle Compass  as  before)  to  the  next  point,  and  when  duly  stop- 

"^ed  and  steadied   there,  the  bearing  of  the  same  object  and 


81 

ship's  liead  bj  Azimuth  Compass  again  registered ;  and  so  or., 
point  after  point,  till  the  exact  bearing  of  the  one  object  hat" 
been  taken  with  the  ship's  head  on  every  point  of  the  Compass.. 

5.  The  object  selected  for  that  purpose  should  be  at  such  ■<>■ 
distance  from  the  ship,  that  the  diameter  of  the  space  througr. 
which  she  revolves,  shall  make  no  sensible  difference  in  its  real 
bearing — s;iy  <3  or  8  miles  if  riding  in  a  tide  way. 

G.  Having  taken  the  foregoing  observations,  the  next  step  Js 
to  find  the  trice  magnetic  bearing  of  the  object. 

This  may  generally  be  assumed  to  be  the  mean  of  all  the 
observed  l^earings — another  way  is  to  place  the  Azimuth  Compast-' 
on  shore,  (taking  care  that  there  is  no  iron  in  the  neighbourhood 
to  affect  it,)  in  a  line  with  the  object  and  place  where  the  Azi- 
muth Compass  stood  during  the  observations,  and  then  take  the 
bearing — or,  if  provided  with  a  Harbor  Chart,  plot  the  position 
of  the  ship  and  take  the  bearing^of  the  object  from  the  Chart 
and  apphj  the  variation  to  obtain  the  correct  Magnate  Bearing. 

In  order  to  determine  whether  the  compass  on  shore  is  effected 
by  iron  in  the  neighbourhood  or  soil,  put  up  a  mark  at  any  diM- 
tance,  and  take  the  bearing  of  it;  then,  leaving  a  staff  to  marK 
the  spot,  remove  the  compass  to  the  mark  and  observe  the  reverse 
bearing — if  the  bearings  are  reciprocal,  the  compass  may  bo 
••supposed  to  be  un-offectod  at  both  places — or,  observe  a  set  oV 
.Vzimuths  with  the  Compass  on  shore  and  compare  the  variatioi. 
found  with  that  given  by  the  Chart. 

7.  The  diflference  between  this  real  mao-nctic  bcarin-::  and  the 
successive  bearings  of  the  object  by  the  Binnacle  Compass  (which 
bearings  are  to  be  deduced  from  the  bearings  of  the  Aziraut}> 
Compass  and  heading*  of  the  ship,  by  both  compasses)  will 
show  the  Deviation  of  the  Binnacle  Compass  for  ea^'h  point. 

Enter  these  differences  as  shown  in  Table  I.,  page  84. 

8.  The  deviation  thus  found,  is  to  be  named  Ea^tt,  when  tfir 
North  end  of  the  if^edle  is  drawn  to  the  Eastward,  or  right  banc, 
by  the  attraction  of  the  ship's  iron,  and  West  when  it  is  drar/f. 
ro  the  Westward,  or  to  tlPft  left  hand,  of  the  magnetic  merediai., 
and  is  to  be  applied  to  a  course  in  the  same  7na7iner  as  the  vari- 
ation. ' 

Example.  Ship's  head  by  Binnacle  Compass  N.  E.,  devia- 
tion for  that  course  0^  W.,  therefore  the  real  magnetic  deviati-oi. 
of  her  head  will  be  N.  E.  |  N.,  or  N.  39°  E. 

•  Registerint;  the  ship's  head,  by  both  *.he  Azimmb  and  Binnacle  Coiupasse.-, 
is  simply  a  comparison  of  those  Compasses.  The  bearing  ol'  the  object  by  the 
Azimuth  Compass,  -p  the  diilerence  in  :he  ship's  heading  by  both  Compass*;; , 
will  give  the  bearinc  of  the  object  by  the  B!nrac!e  Compass. 

6 


82 

Having  Variation  and  Deviation  to  apply,  if  they  are  of  the 
same  name,  take  their  sum  and  apply  it ;  if  of  different  names, 
take  their  diiference  and  apply  according  to  the  name  of  the 
jjreater. 

NoTR.  If  the  Azimuth  Compass  is  always  put  tip  in  ihe  same  place.,  its  devia- 
tion should  also  be  taUen  nnd  tabulated;  then  in  tnking  bearings  it  will  only 
rie  necessary  to  apply  the  deviation  of  the  Azimuth  Compass,  to  get  the  true 
Magnetic  Bearing  ;  and  reducing  the  bearings  to  the  Binnacle  Compass  will 
be  luinecessary,  as  the  results  will  manifestly  be  the  same. 

9.  All  bearings  observed  -svlth  the  Azimuth  Compass  and  re- 
iuced  to  the  Binnacle  Compass  (by  noting  ship's  head  by  each 
At  the  time  when  said  bearings  are  taken)  must  be  corrected  by 
the  deviation  which  is  due  to  the  direction  of  the  ship's  head 
'by  the  Binnacle  Compass)  at  the  moment  that  they  were  taken. 

10.  If  it  be  required  to  shape  a  certain  magnetic  course  and 
for  that  purpose  to  determine  what  will  be  the  corresponding 
■•.ourse  hy  the  Binnacle  Comjjass,  recollect  that  this  is  the  reverse 
of  the  operation  given  above. 

•;;^Q.f-j;_ — The  deviation  of  the  Binnacle  Compass  having  been  determined,  it 
:r!ust  thereafter  be  considered  the  "  Standard,"  and  must  not  be  moved  the 
•■'radion  of  an  inch.  If  the  compass  is  supplied  with  more  than  one  card,  re- 
nember  to  note  the  card  used  wlien  swinging  tlie  ship.  It  is  evident  that  the 
ueviation  of  both  Binnacle  Compasses,  or  indeed  of  any  number  of  compasses, 
■".an  be  determined  at  one  swinging  by  noting  the  heading  of  the  ship  by  each 
compass  at  every  point — this  is  in  fact  simply  a  comparison  of  the  compasses. 

When  a  ship  is  provided  with  a  "Standa.id  Compass,"  so  placed  as  to  admit 
of  bearings  being  taken  with  it,  and  to  use  as  a  steering  compass  also,  it  is 
■jsual  to  tabulate  the  deviations  of  that  compass  alone,  and  to  correct  all  th-e 
others  by  it. 

If  your  vessel  is  not  provided  with  sueh  a  compass — so  placed — the  sirn- 
oiest  plan  will  be  to  follov\  the  directions  given  in  the  text.  Select  a  midship 
Binnacle  Compass  for  your  standard,  and  avoid  bothering  yourself  with  too 
many  compasses. 

One  Binnacle  Compass,  placed  on  the  midship  linc.v,\U  be  more  accurate  than 
:wo,  and  is  all  that  is  required  for  our  iron  clads.         ^ 

SECOND    METHpi>. 

11.  Should  there  be-  no  suitable  TOJect  visible  from  the  ship 
.%nd  at  the  i-equisite  distance,  the  deviations  must  be  ascertained 
by  the  process  of  Reciprocal  Bearings.  A  careful  observer 
must  o-o  on  shore  with  a  second  compass  and  place  its  tripod  in 
some  open  spot  (but  strictly  under  the  conditions  enumerated 
in  Article  6,)  and  where  it  may  be  distinctly  seen  from  the  azi- 
muth compass  on  board.  Then,  by  means  of  preconcerted  sig- 
nals the  mutual  bearings  of  those  two  compasses  from  each 
other  are  to  be  observed  at  the  moment  the  ship's  head  (by  Bin- 
nacle compass)  is  quietly  steady  on  each  of  the  32  points  sue- 


83 

cessively,  as  directed  in  the  First  Method — observing  to  noto 
the  heading  of  the  ship  by  the  azimuth  compass  at  each  obser- 
vation. The  mode  of  registering  the  observations  is  shown  in 
Table  II.,  page  85. 

12.  To  ensure  the  success  of  this  operation  the  compass  on 
shore  shouhl  be  hear  enough  to  be  distinctly  visible  with  the 
naked  eye.  The  observations  should  be  made  as  strictl3'  simul- 
taneous as  possible;  and  to  guard  against  mistakes  the  times 
should  bo  noted  by  both  observers,  by  compared  watches. 

13.  The  compass  used  on  shore  should  be  compared  with  the 
azimuth  compass  and  its  index  error  noted. 

iVoTE. — If  yon  i:lioiil<l  not  be  able  to  procure  an  Azimnth  Compass  and  tri- 
pod for  oljservinj;  the  boarinfis  on  sliore,  fit  two  "sifrht  vanes"  on  ono  of  j'our 
si)are  conipasse;;,  in  ei  line  with  tlie  "Inbber's  mark,  '  and  ns^e  a  barrel  to  setil 
\tpnn;  observin<<  tbat  all  of  the  iron  nails  sbould  tirst  be  I'rawn  from  the  barrel. 

In  comparing  tiie  compasses, sot  them  np  on  shore,  ten  or  twelve  feet  apart. 
und  take  the  bearing  of  some  distant  object;  the  difference  will  be  the  Index 
Krror  of  tlie  shore  compass,  wliich  mark  East  if  it  is  to  be  applied  to  tt;e 
light;  otherwise,  West. 

14.  From  the  observations  thus  made,  by  either  of  the  pro- 
cesses which' have  been  described,  a  table  of  the  results  should 
be'  forthwith  constructed  for  general  use,  and  copied  by  every 
person  on  board  who  keeps  a  reckoning.  The  best  form  for  it 
is  given  in  Table  III,  where  by  comparing  the  1st  with  the  3rd 
column,  the  courses  shown  by  the  Binnacle  compass  are  conver- 
tible by  inspection  into  correct  magnetic  courses.  The  second 
column  shows  the  deviation  which  is  to  be  applied  to  all  the 
i-ourscs  and  hearings  taken  by  the  Binnacle  compass.  (Sec  Ar- 
ticle 9  and  Note.) 

15.  Tills  table  shows  also  the  points  of  no  deviation,  and,  if 
at  sea  the  ship's  head  be  put  on  one  or  the  other  of  these  points, 
and  an  azimuth  or  amplitude  be  observed,  the  variation  found 
Avill  be  the  correct  magnetic  variatio7i — but  with  her  head  on  any 
other  point,  the  variation  found  must  be  corrected  for  the  devi- 
ation due  to  that  point,  to  get  the  correct  variation. 

16"  We  readily  see  from  what  is  said  in  the  preceding  article 
)iow  it  is  possible  to  examine  the  correctness  of  the  "deviation 
table"  at  sea,  by  observing  azimuths  with  the  ship's  head  on 
dljOferont  points  of  the  compass  and  deducing  the  deviation  ;  for 
the  variation  found  is  equal  to  the  correct  magnetic  variation 
(supposed  to  be  given  by  our  chart)  plus  or  minus  the  de  via  Lion. 

Note. — A  ''deviation  table"  may  be  constrncted  at  sea,  in  a  sicamor,  by  ob- 
serving azimnths  with  the  sliip"s  head  on  every  point  of  the  compass  .-iucces- 
.-ively.  Then  assuming  the  menu  of  the  vurialions  found  to  be  the  correct  niag; 
iietic  variation;  the  deviation  on  each  pni;it  is  eqnal  to  the  correct  magnetic 
variation,  minus  the  variation  found  with   the  ship's  liead  on  that  jioini. 


84 


"  17.  Calii'ig  V  the  correct  magnetic  variation  (tliat  is  the  va- 
riation of  the-  compass,  unafiected  by  local  attraction);  \^  the 
variation  found  with  the  ship's  head  on  any  particular  point,  anJ 
S  the  deviation  for  that  point,  vfe  will  always  have :  S  =  V  i  V; 
according  as  they  are  of  the  same,  or  of  different  names. 

Note. — The  following  will   r.erve  a?   a   specimen    of  the   instrnotions  to  hn 
given  to  the  officer  who  is  to  tulie  tlic  observations  o)i  shore.    (.Scoond  Method  ) 
For  the  Offi'cr  on  shore      (Mem.) 

"When  the  tliig  is  hoisted  ai  the  njsiin  (or  shown  beliiiid  tlie  observer  at  ttio 
.\ziiiiuth  Compass  on  board.)  "prepare  to  observe.''  Indicate  that  yon  aro 
ready  by  placini;  your  flas^  in  the  rear  of  the  observer.  The  inglant  that  the 
ting  is  Iiauled  down  (or  is  dipped.)  observe,  and  register  the  time  and  bearing. 
If  by  any  accident  yoii  fail  to  get  tlie  observation,  keep  your  flag  tiyiiig,  and 
the  flag  will  be  again  run  up  to  "prepare  to  observe" — otherwise,  lower  your 
flag  alter  each  observation.  It  is  intended  to  take  three  observations  on  eacli 
lieading,  but  move  way  be  taken. 

ShouUl  yoii  wish  to  repeat  an  observation  at  any  time,  .show  yowr  flag  in  tlio 
rear  of  the  observer.  If  you  wish  to  indicate  ''that  yon  do  not  understand 
the  signal,"  or  that  "  you  wish  to  conimunicate,"  or  that  "an  accident  ha.s 
Itnppciied  to  your  compass,"  send  the  flag  bearer  some  distance  to  the  right  of 
yotir  compass. 

If  the  wind  does  not  cause  yonr  flag  to  blow  out  clear,  lot  a  "iiaiui"  steady 
it.     When  the  flag  is  hoisted  at  the  fore,  (or  is  waived)  return  on  ]>oard. 

Should  }OU  move  your  position,  mark  (he  ob^eivation. 

Take  on  shore:  Note  book  and  pencil,  spy  glass,  spaio  silk  fi  r  sight  vane-, 
compass,  barrel,  camp-stool,  watch  (compared,)  flag  and  star!'. 

Observations  for  determining  the  effect  of  the  ship's  Iron  on  the 
"Binnacle  Compa-ss"  on  board  the  U.  S.  S.  Merrimack,  Jan- 
uary 11th,  1859,  at  Realejo,  Nicaragua. 
Real  Magnetic  Bearing  of  Monotuinbo,  N.  87*^,  27'  E.,  distaii.t 

20  miles. 
Table  I. — Form  for  reghtering  the  First  Method,  by  One  Di- 
rect Bearing — See  Article  7. 
(Card  A  used  on  Binnacle  Compass.) 


Ship's  Head 
by  Binnaele 
Compas.s. 

North. 

N.  by  E. 
N.  N.  E. 
N.  E.  by  N. 


Ship's  Head  by 
Azimuth.  Com- 
pass. 

N.  •.:°,  E. 
N.  13°,  30^  E. 
N.  25°,  30^  E. 
N.  36°,  .15^,  E. 


Bearing  of  Mo 
notombo  by 
Binnacle  Com 

pass. 


N.  89°,  A\y,  E. 
90.00 
91  30 

91.40 


Bearing  of  Mo- 
notonilK)  by 
Azimuth  Com- 
press. 


N.  91< 


,  AiY  E. 

0:2.15 

04  30 
91.40 


And  in  like  manner  at  all  points  of  the  compass. 


Deviation  of 

Binnacle 
Compass. 


i^  13' W. 
2,  43  W. 
4,  03  W. 
4,  13  W. 


jijQ.[.ji;, — The  Azimuth  Compass  was  mounted  on  deck,  and  the  "bearings" 
observed  with  it  and  entered  in  Col.  4.  The  ship's  hea<l  was  steadied  on  each 
point  by  the  Binnacle  Compass,  and  the  heading  of  the  ship  by  the  Azimuth 
Coiupass  at  the  same  time,  entered  in  Col.  2. 

The  Bt-arings  in  Col.  3  arc  deduced  from  Cols.  1,  2  and  4;  and  the  "devia- 
tions" from  Col.  3,  and  the  real  magrietic  bearing  of  Monotombo. 


85 


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jObbervations  for  determining  the  eft'eot  of  the  s 

Merrimack,  January  11th,  1859,  at  Realcj 

Comparison  of  Azimuth  and  Shore-compasses  n 

Bearing  of  a  distant  objec 

do                   do 

Table  II. — Form  for  registering  the  Sec 

(Card  B  use-l 

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points  of  the  c 

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N.  13°,  30'  E. 
N.  25°,  80'  E. 
N.  36°,  45'  E. 
nner  at  all  the 

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86 


Table  III — Form  for  tabulating  the  Results  ;  or  the 
Deviation  Table  for  the  U.  S.  S.  Merrimack. 


''     Ship's  Head,  or 

Deviation  of  the 

Real  Magnetic 

Course  bj  the  Bin- 

Binnacle Compass. 

Course  steered. 

nacle   Compass. 

North. 

2°.  10'  W. 

N.  2°.  10'  W. 

[         N.  by  E. 

2°.  40'  W. 

N.  8°.  55'  E. 

K  N.  E. 

3°.  50'  A'V. 

11.  18°.  40'  E. 

i         N.  E.  by  N. 

4°.  20'  W. 

N.  29°.  25'  E. 

N.  E. 

5°,  00'  W. 

N.  40°.  00'  E. 

K  E.  by  E. 

5°.  10'  W. 

K  51°.  05'  E. 

E.  N.  E. 

5°.  20'  W. 

N.  62°.  10'  E. 

E.  by  N. 

5°.  40'  AY. 

N.  73°.  05'  E. 

And  so  on  for  all 

the  points. 

Note. — If  the  position  of  the  compass  is  changed;  or  if  any  change  is 
made  in  the  disposition  of  the  guns,  or  any  iron  on  board;  or  if  the  ship 
changes  her  geographical  position  considerably,  a  new  deviation  table  must  be 
conslfuctcd. 

Professor  Barlow  appears  to  have  first  attempted  to  correct 
the  deviations  by  a  mass  of  iron  placed  near  the  compass. 
After  determining  the  deviation,  he  placed  a  double  disk  of  iron 
in  such  a  position  abaft  each  compass,  as  to  counteract  the  in- 
fluence of  the  iron  of  the  ship  ;  the  position  being  carefully 
determined  by  experiment.  It  served  as  a  partial  corrective  for 
the  disturbance  by  the  soft  iron  of  the  ship. 

In  1839,  Prof.  Airy  proposed,  for  iron  ships  especially,  in 
which  the  deviations  were  very  great,  to  place  in  the  deck,  be- 
low it,  or  above  it,  or  on  the  binnacle  : 

1st.  A  permanent  magnet  athwart  ship,  with  its  centre  on  a 
fore  and  aft  line  drawn  through  ihe  joint,  directly  under  the 
pivot  of  the  compass  needle.  This  is  moved  along  the  line, 
imtil  the  compass  points  correctly  Avith  the  ship's  head  N.  or  S. 

2nd,  A  permanent  magnet  ^ore  and  aft,  with  its  centre  on  a 
line  athwart  ship  through  the  same  point.  This  is  moved  along 
the  line  until  the  compass  is  corrected  with  the  ship's  head  E. 
or  W. 

3rd.  On  a  level  with  the  compass  and  over  one  of  the  lines 
just  mentioned,  as  may  be  found  best  on  trial,  and  with  one  end 
directly  towards  the  compass,  a  small  box,  containing  small  iron 
chain,  or  pieces  of  soft  iron,  (provided  they  are  not  all  laid  in 


87 

t}\e  panic  dii-cc-tion,)  so  as  to  correct  the  deviation  with  the  ship's  , 
head  on  a  four  point  course. 

These  may  be  approximately  adjusted  while  swinging  the  ship 
for  determining  the  deviations,  provided  the  true  magnetic  heal- 
ing of  the  object  observed  on  is  known.  A  second  trial  may  com- 
plete the  adjustment.  The  boxes  containing  the  magnets  and  soft 
iron  should  then  be  secured  against  all  danger  of  disturbance. 

Such  corrections  can  only  be  partially  successful.  They 
serve  to  reduce  the  deviations,  but  are  not  to  be  relied  on  impl-- 
citly  ;  nor  do  they  render  a  table  of  deviations,  or  occasionai 
tests  or  correction  of  it  unnecessary.  The  magnets  should  bo 
under  the  control  of  the  Master,  so  that  he  can  rc-adjust  them 
when  necessary. 

In  the  sea-ports  of  England  and  other  countries,  there  arc  to 
be  found  persons  who  make  it  their  business  to  correct  compasses 
for  the  local  attraction  ;  using  magnates  for  the  purpose.  The 
Master  must  not,  however,  forget  that  if  the  vessel  changes  her 
geographical  position  considerably,  and  pa7'ticul^u'l9/  if  gh-^" 
(;roi<ses  tin;  Equator^  the  compasses  must  be  again  adjusted,  and 
a  new  table  of  deviations  constructed. 

As  the  compasses  in  our  iron-clad  vessels  are  so  placed  as  to 
prevent  "bearings"  being  taken  with  Ihem,  it  would  be  conveni- 
ent if  "Bearing-Plates"  were  provided  to  ship  in  a  socket  on  the 
Turret,  or  other  convenient  plea  for  observing  bearings.  The 
following  description  of  a  "  Bearing  Plate,"  is  taken  from  Cap- 
tain Johnson's  work  on  "The  Deviations  of  the  Compass:" 

"The  bearing-plate  is  simply  a  circular  plate  of  brass  (or  it^* 
may  be  of  zinc  or  copper)  on  which  the  points,  and  the  half  and 
f[uarter  points  of  the  compass,  are  engraved   (but  not  lettered,)    te 
the  circumference  being  graduated,   and  having  the  two  zeros 
opposite  to  each  oiher,  and  90°  marked  at  right  angles. 

"A  brass  bar  capable  of  a  circular  movement  is  attached  at; 
the  centre  of  the  plate,  like  that  of  a  circumferenter  with  a  no- 
nius, a  perpendicular  vane  being  fixed  to  each  end. 

"A  double  joint  iiiideineath  the  plate,  and  fitted  to  an  oblong 
square  stem,  enables  the  observer  to  level  the  instrument  suffi- 
ciently near  by  the  eye,  for  the  practical  purpose  contemplated, 
the  joint  affording  two  vertical  motions,  one  fore  and  aft  and  the 
other  athwart-ships. 

"  Two  or  three  sockets,  or  oblong  troughs,  arc  made  very  ex- 
actly to  suit  the  stem,  and  so  that  they  maybe  let  into  the  wood 
and  fixed  in  any  pnrt  of  the  ship,  which  may  be  found  most 
convenient  for  taking  bearings.  Be  it  observed,  that  before 
fixing  the  sockets,  great  care  must  be  taken  in  adjusting  them 
in  the  line  of  the  keel,  or  parallel  to  it  (according  to  the  position 


88 

seiectied,)  ^Yllen  the  vanes  of  the  plates  are  set  to  the  zeros,  and 
representing  that  line. 

"  The  stem  of  the  hearing-plate  heing  so  constructed  that  it 
^A'dl  only  fit  one  way  into  the  soche^,  and  that  Avliile  the  zeros 
are  accurately  in  the  fore  and  aft  line,  no  further  adjustment  in 
this  respect  is  required  at  the  time  of  observation.  It  can,  of 
course,  be  moved  from  one  socket  to  another  at  pleasure,  or  be 
t:i,ken  away  altogether,  as  circumstances  may  require. 

"By  means  of  the  above-mentioned  contrivance,  it  "will  be 
obvious  to  the  practical  navigator  that  the  angle  between  any 
objects,  lights,  land-marks,  &c.,  and  the  ship's  head,  may  be 
1  Measured  at  any  time  within  small  limits  of  error  ;  and  hence, 
by  applying  that  angle  to  the  direction  of  the  ship's  head,  as 
Indicated  at  the  moment  by  the  standard  (or  Binnacle)  Compass 
:^,nd  corrected  for  deviation,  the  eorrect  magnetic  bearing  of  such 
•)bjects  may  be  obtained,  and  Avhich  is  of  the  highest  importance 
when  navigating  intricate  channels. 

"  In  very  high  latitudes,  where  the  dip  is  great,  and  the  com- 
pass becomes  useless,  the  azimuth  circle  of  the  standard  com- 
pass, and  likewise  the  bearing-plate,  will  be  useful  appendages 
i'or  regulating  the  ship's  course  b}^  means  of  the  observed  angles 
between  the  ship's  head  and  the  heavenly  bodies,  and  which 
cannot  alwaA's  be  conveniently  accomplished  by  means  of  the 
8cxtant. 


yOKM    OF   REPORT   TO    OFFICE    OF    ORB.    AND   H  DY. 

k  Table  of  the   Deviations  of  the Compass  on  board  the 

G.  S. of  • Guns,  ascertained  at , 

by  {Jiere  enter  the  method  ;)  on  the  (,^ere  enter  the  elate.) 


Direction  of 

Ship's  Head 

by 

Compass. 

North. 
l:^,  by  E. 
^[.  N.  E. 
N.  E.  by  N. 

N.  E.  by  E. 

E.  N.  E. 

H.  by  N. 
Seast. 
tlo.,  &c.,  &c. 


Deviation    j  Ship's  Head 
of  by 


Compass. 


Comparison  ivith  other  Compusjsse 

Ship's  Head 

by 

Compass. 


Compass 


Ship's  Head 

by 

Compass.. 


89 

Mention  in  the  Report  the  name  of  tlie  Commander,  and  by 
whom  the  observations  were  made.  Insert  the  name  of  the 
Compass,  the  deviations  of  Avhicli  are  reported,  and  also  those 
compared.  State  the  exact  positions  of  the  compasses  in 
the  ship  ;  the  distance  from  nearest  iron  ;  from  funnel ;  whether 
forward  of  the  centre  of  the  ship  or  not ;  distance  from  nearest 
r;an  ;  distance  between  the  binnacles  ;  height  of  cards  from  the 
ticck  ;  the  number  and  kind  of  guns  and  their  position,  and  any 
other  applicable  remarks. 

There  is  a  method  (known  among  mathematicians  as  the  me- 
thod of  "  Least  Squares,)  by  which  the  most  probable  values  of 
the  deviations  from  observations  made  on  4,  8,  10  and  32  points 
can  be  deduced.  It  is  too  long  for  insertion  here  ;  but,  if  after 
having  made  tlieir  observations.  Masters  will  enclose  the  results  to 
ti$e  School  Ship,  tliC  values  will  be  calculated  by  the  author  and 
returned. 

It  is  not  always  convenient  to  get  the  observations  on  all  the 
points,  though  it  i^  better  to  do  so — especially  if  the  deviations 
be  great. 

If  observations  are  made  on  8  points,  they  should  be:  N., 
N.  E.,  E.,  S.  E. ;  S.,  S.  W.,  W.,  and  K  W*;  if  on  4  points, 
N.  E.,  N.  W.,  S.  E.  and  S.  W.  , 

This  method  will  be  explained  in  a  future  edition  of  this  book. 

master's    duties — AT   SEA. 

Note.  Th  Master  s-boiild  inform  the  olficer  of  the  (leok  as  soon  as  lie  takes 
\\\.t  dfparture,  so  that  he  can  fniiinience  niurking  the  slate. 

The  routine  at  sea  is  tlie  same  as  in  port,  in  relation  to  ex- 
amining tlie  state  of  tlio  rigging,  winding  up  Chronometer^', 
serving  out  wood  and  water,  visiting  i\\b  holds,  keeping  the  ex- 
penditures, writing  up  the  Log,  regulating  the  ship's  time,  (which 
is  apparent^  and  the  dock  time-piece  is  set  every  day  at  meri- 
dian,) examining  lashings  of  anchors,  &c.,  &c.,  &c. 

The  Master  should  be  up  and  ready  to  take  his  morning  ob- 
servations by  7  A.  M.  The  daily  observations  consist  gene- 
rally of: — 

1.  Morning  observations  for  time. 

2.  Meridian  observations  for  latitude. 

3.  P.  M.  observations  for  time. 

4.  do.  for  variation,  of  the  compass. 

5.  or,  sunset  observations  for  variation  of  tlie  compass. 

The  "  lleckoning''  is  sent  in  to  the  Captain  at  8  A.  M.,  me- 
ridian, and  8  P.  AL,  unless  far  away  from  land,  when  it  is  sent 
in  but  at  meridian. 


90' 


-Constant  attention  should  be  paid  to  the  Binnacles  and  Corn- 
passes. 

The  Master  should  be  able  to  calculate  the  position  of  ihc 
ship  at  any  hour,  day  or  nighty  and  should  therefore  be  familiar 
enough  with  the  heavenly  bodies  to  select  those  required  f^'r 
observation. 

The  following  Forms  for  keeping  your  work,  will  be  found 
convenient  at  sea.  Rule  up  your  book  for  a  number  of  days  h.i 
advance,  before  leaving  port,  as  follows : 


Oct. 


1863. 


A. 
L. 

P.  D. 

S.  _ 

A. 

Rem. 

« 


sec. 
cosec. 
cos. 


sni. 


sin. 


App.  Time. 
Eq.  T. 


Mean  Time. 


(Jr.  Time. 


Lonn;.  in  Time. 
Long- 


\Chro.  2971,  or  A. 

jFace. 

Error. 

!Gr.  Time. 

i 

! 

Chro.  1853,  or  B- 
Face. 
Error. 

iGr:  Time. 

i 

!   Chro.  3111,  or  C. 

(Face. 

lError.  _ 

;Gr.  Time. 


H.  I). 


Sec. 

|Corr. 

Corr.  Dec. 

I  90.00.00' 

iP.  D. 


Eq.  Time. 
Corr. 
Corr.  E.  T. 


iLat.  Obs. 
I   "    D.  R. 
iLons.  Chro. 


H.  V 


D.  R. 


jVar. 
{Current. 
iLee  Way. 


After  taking  your  morning  observations,  sum  up  and  take  the 
mean;  correct  the  altitude,  and  find  the  Greenwich  time  and^ 
enter  both  in  your  Form.  Take  out  the  Dee.  and  Equation  of 
Time,  correct  both,  find  the  Polar  Distance  and  enter  them— 
take  out  and  enter  the  Cosecant  of  the  Polar  Distance.  Enter 
the  time  of  each  Chronometer  with  its  errror  and  you  have  the 
Greenwich  Time  by  each :  the  mean  of  which  enter  in  column 
1,  to  use  in  finding  the  Longitude.  Enter  the  Variation  an<J 
Lee- Way  in  column  3. 

All  this  should  be  done  soon  after  taking  the  observations : 
that  is,  before  11  o'clock.  After  the  log  slate  has  been  marked 
at  6  bells,  work  up  the   "Dead  Reckoning,"  (estimating  the 


91 

course  and  distance  for  the  hour  from  11  to  meridian,)  and  enter 
the  Latitude  and  Longitude  D.  R.  in  column  3  of  your  book. 
Correct  tlie  Declination  for  the  Longitude,  and  you  are  ready 
for  the  meridian  observation. 

Working  up  the  day's  work,  &c.,  can  be  done  on  a  slate — it 
is  not  necessary  to  keep  a  copy,  as  it  can  always  be  worked  over 
from  the  Log-Book. 

As  soon  as  you  have  obtained  the  Latitude  by  Mer.  Alt. 
work  it  back  to  the  time  of  morning  observations,  enter  it  in 
column  1,  and  calculate  the  apparent  time. 

Blank  Forms  should  be  prepared  for  your  Reports  to  the 
Captain  beforehand. 

By  adopting  the  above  system,  your  reckoning  will  be  in  the 
cabin  in  ten  minutes  after  meridian,  and  you  will  always  be  able 
to  refer  back  to  your  work.  You  can  distinguish  your  two  books 
as  "Record"  and  "Note."  The  deck  time-piece  must  be  set  at 
12  o'clock.  In  estimating  the  distance  the  ship  will  probably 
run  between  the  hours  of  11  anil  12,  do  not  forget  that  if  run- 
ning to  the  Eastward  you  will  make  a  "short"  hour;  if  to  tlu' 
Westward  a  "long"  one. 

Mast(M-s  should,  at  sea,  occasionally  find  the  ship's  position 
by  Lunars,  Double  Altitudes,  Sumner's  ^Icthod,  Altitude  near 
noon,  &c.,  and  compare  it  with  that  found  by  A.  M.  and  meri- 
dian observations,  in  order  to  be  able  to  estimate  the  prohahle 
error  in  case  the  chronometers  should  run  down,  or  the  sun  be 
obscured  at  meridian.  . 

If,  however,  you  should  allow  your  chronometers  to  run  down, 
I  would  advise  starting  them  by  the  Longitude  D.  R.  in  prefer- 
ence to  "Lunars;"  unless  in  a  strong  current,  the  direction  of 
which  you  do  not  know. 

The  Master  should  be  able  to  distinguish  all  the  Lunar  Stars, 
though  the  distance  between  the  sun  and  moon  will  give  a  better 
result  than  a  night  observation,  if  you  have  the  choice. 

Don't  fail  to  use  the  moon  in  finding  the  Latitude  and  Longi- 
tude, especially  if  you  can  get  the  observation  just  after,  ur 
before  sunrise  or  sunset. 

Accustom  yourself  to  night  observations  and  tabulate  them 
for  reference  as  to  their  accuracy. 

In  some  Latitudes  you  may  be  forced  to  rely  upon  night  ob- 
servations altogether,  therefore  be  prepared  by  constantly  prac- 
ticing beforehand. 

In  case  of  making  known  land,  an  opportunity  is  afforded  of 
"testing"  the  chronometers  which  should  betaken  advantage 
of.  Navigators  very  frequently  "  sight"  land  for  this  purpose : 
vessels  from  Boston  to  Madeira,  for  instance,  sight  the  Peak  of 


92 

Pico  (Azores ;)  and  outward-bound  Indlamen  from  England  tlie 
Peak  of  Teneriffe,  or  Island  of  St.  Vincent,  (Cape  do  Verdes.) 

A  set  of  observations  immediately  after  leaving  port,  will 
satisfy  the  Master  whether  his  chronometers  are  correct. 

The  Log  lines  should  be  frequently  measured  and  corrected — 
especially  if  new — and  upon  nearing  the  land,  the  deep-sea  lead 
and  line  and  hand-lciids  and  lines  should  be  gotten  ready. 

While  at  sea,  the  Master  should  study  the  harbor  chart  of  the 
port  to  wliich  he  is  bound,  and  should  inform  himself  of  the 
prevailing  winds  ;  currents  ;  depth  of  water  ;  rise  and  fall  of 
tides,  &c.,  &c.,  and,  just  before  entering,  should  calculate  the 
time  of  high  water — bearing  in  mind  that  he  will  probably  have 
to  pilot  the  ship  in  himself. 

He  should  be  able  to  answer  all  questions  relating  to  the  port 
and  its  anchorages  ;  such  as  facilities  for  getting  wood  ami 
water;  depth  of  water  at  anchorage :  from  wliich  dirc-tion  are 
gales  to  be  expected ;  (as,  if  the  vessel  is  to  be  moored,  the  ex- 
ecutive officer  will  require  to  be  informed  on  the  point,  so  as  to 
lie  with  an  "open  hawse,")  names  of  head-lands,   &c.,  &c.,  &c. 

Upon  making  the  land,  the  Master  should  attend  personally 
to  getting  the  anchors  oft'  the  bows  and  ranging  the  chains  : 
reporting  to  the  officer  of  the  deck  and  executive  officer  when 
they  are  ready. 

He  should  establish  his  position  frcqiicr.tly  by  ^'  cross  bear- 
ings," as  the  vessel  closes  in  with  her  port.  « 

After  anchoring,  "  plot,"  the  position  of  your  anchorage  oa 
the  harbor  chart,  tend  to  duties  as  prescribed,  &c.,  &c.,  &c. 


In  the  foregoing  article,  it  is  not  to  be  supposed  that  all  the 
Master's  duties  have  been  alluded  to.  Many  others  Avill,  doubt- 
less, suggest  themselves. 

The  vouno;  officer,  however,  who  thoroughly  understands  what 
has  been  written,  and  diligently  attends  to  the  "hints"  given, 
will  be  in  a  fair  way  of  becoming  a  good  Master  and  navigator. 


IISJ^DEX. 


r>''£o''''S-     Questions  on, 


PART  I. 


PART  II. 


Harbor  Routine  : 


Daily  Routine  in  Port, 

Upim  "  Taking  the  Deck"'  in  Port, 

Stowin;;;  Hammocks, 

Piping  Down  Hammocks, 

Getting  up  Hammock  Girt-Lines  and  Clothes-Lines,  and  Stop 

ping  on  Hammocks,  or  Clothes, 
To  Spread  the  Awnings,  &o.. 
Hoisting  and  Lowering  Boats, 
Morning  and  Evening  Quarters, 
Squaring  Yards. 

Til  Scrape  the  Light  Spars,  &c.,     . 
Airing  Bedding, 
To  get  the  Lower  Booms  out, 
Making  and  Answering  Signals, 
To  Lonse  Sails, 
To  Furl  Sails, 

To  Cross  Top-Gallant  and  Royal  Yards, 
To  send  down  the  TopOaHant  and  Royal  Yards, 
To  Cross  Top-Gallant  and  Royal  Yards,  and  Loose  Sail, 
To  send  up,  and  down,  the  Top-Gallant  Masts,     . 
To  send  up  Top-Gallant  Masts,  and  Gross  Top-Gallant  Yards, 
To  send  down  Top-Gallant  blasts,  and  Yards, 
To  send  up  Top  GaUant  Masts,  and  Loose  Sails, 
To  send  up  TopGallant  Masts  and  Yards,  and  Lcose  Sails, 
To  Mend  Sails, 
Hoisting  in  and  out  Boats, 
Bending  and  Unbending  Sails, 
Boat  Service, 

Military  Honors  and  Ceremonies, 
Hoisting  in  Provisiniis,  Water,  &c., 
Serving  out  Provisions,  Clothing,  Small   StorcB,  &c.     lostru 

tions  on,  .  .  . 


11 
12 
1^ 

Lm 
If. 
It. 
17 

21 
21 
22 
24 


2> 
28 
21) 
31 
31 
32 
33 
33 
33 
3& 
30 
37 
39 

41 


II 


INDEX. 


PART  III. 


Evolutions  ; 


Tacking, 

Wearing, 

Win.l  Hauling  Aft, 

Wind  Hauls  Forward, 


43 

45 
50 


PART  IV 


Master's  Duties  : 


Hints  for  Young  Masters, 

^ 

.    C2 

Master, 

.     63 

Master's  Duties — In  Port, 

.     68 

Memorandum, 

.   7;> 

To  find  the  Deviation  of  the  Comp 

asa, 

.     19 

First  Method, 

.     80 

Second  Method, 

.     82 

Table  I, 

.     84 

Table  11, 

.     85 

Table  III, 

.     86 

Form  of  Report  to  OflBce  of  Ordnance  and  Hjdr 

!)p;ni.phj,          .     88 

Master's  Duties — At  Sea, 

.     89 

